State of the System2045 Technical Supplement to the Long-Range Transportation Plan for the St. Louis Region The East-West Gateway Council of Governments (EWG) hereby gives public notice that it is the policy of the agency to assure full compliance with Title VI of the Civil Rights Act of 1964, the Civil Rights Restoration Act of 1987, Executive Order 12898 on Environmental Justice, and related statutes and regulations in all programs and activities. Title VI requires that no person in the United States of America shall, on the grounds of race, color, sex, or national origin, be excluded from the participation in, be denied the benefits of, or be otherwise subjected to discrimination under any program or activity for which EWG receives federal financial assistance. Any person who believes they have been aggrieved by an unlawful discriminatory practice under Title VI has a right to file a formal complaint with EWG. Any such complaint must be in writing and filed with EWG’s Title VI Coordinator within one hundred eighty (180) days following the date of the alleged discriminatory occurrence. For more information, or to obtain a Title VI Discrimination Complaint Form, please see our web site at http://www.ewgateway.org/TitleVI or call (314) 421-4220 or (618) 274-2750.
This publication was supported, in part, by federal funds provided under an award from the U.S. Department of Transportation through the Missouri Department of Transportation and the Illinois Department of Transportation. The opinions, findings, and conclusions expressed in this publication are those of the authors and not necessarily those of the Missouri Highways and Transportation Commission, the Illinois Department of Transportation, the Federal Highway Administration, or the Federal Transit Administration. Table of Contents Preface Chapter 1: Introduction and Context. 1 Population Trends. 2 Table 1: County Population, 1950-2013. 2 Table 2: Population Change, Percent, 2010-2013. 3 Figure 1: Population Change by County, 1950-2013. 3 Map 1: Change in Urbanized Area, 1950-2010 . 4 Map 2: Population Change by Tract, 2000-2010. 5 Figure 2: Age Pyramid, St. Louis MSA, 2014 . 6 Figure 3: Age Pyramid, St. Louis MSA, 2045 . 6 Economic and Employment Trends . 7 Table 3: Payroll Employment by County, 2000-2013. 7 Table 4: Percent Change Payroll Employment, 2010-2013. 7 Figure 4: Unemployment Rate, US and EWG Region, 2005-2014...... 8 Figure 5: Labor Force and Employment, EWG Region, 2005-2014. 8 Table 5: Employment by Sector, St. Louis MSA, 1990-2014. 9 Table 6: Journey to Work, 2011 . 9 Chapter 2: State of the Transportation System . 11 Preservation ...... 12 Table 7: St. Louis Bridges by Census Urbanized Area and Maintenance . 12 Figure 6: Percent of Deficient Bridges, 2005-2014. 12 Map 3: Deficient Bridges in the St. Louis Region . 13 Figure 7: Percent of Deficient Bridges in Missouri and Illinois Counties, 2014...... 14 Map 4: Pavement Condition, 2013 . 15 Figure 8: Percent of Acceptable Pavement Conditions by State Maintain Roads, 2007-2013. 16 Table 8: Pavement Conditions by State Maintained Roads, 2013. 16 Figure 9: Percentage of Acceptable Pavement by County . 17 Figure 10: Cost of Deferred Maintenance . 17 Table 9: Metro Transit Fleet Conditions, 2013 . 18 Table 10: Madison County Transit District Transit Fleet Conditions, 2013. 18 Bicycling and Walking . 19 Map 5: St. Louis Bicycle Facilities . 20 Figure 11: Gateway Bike Plan Top Count Locations, 2012-2013 . 22 Human Services Transportation . 23 Figure 12: JARC funded Projects FY 2006-FY2012. 23 Figure 13: New Freedom Funded Projects FY2006-FY2012 . 23 Coordinated Roadway Planning . 24 Great Streets Initiative . 24 Map 6: Great Streets Initiative Project Locations...... 25 Complete Streets. 26 Accessibility and Affordability . 26 Map 7: Jobs Accessible by Auto . 27 Map 8: of Job Accessibility by Transit . 29 Map 9: Household Transit Access . 30 Map 10: Percentage of Zero Vehicle Households . 31 Map 11: Employment Transit Access . 33 Map 12: Jobs-Worker Balance. 34 Housing and Transportation: An Index to Assess Affordability . 35 Map 13: Housing + Transportation Affordability Index: Places affordable for households at the regional median income, current gasoline prices ($2.438/gallon). 37 Map 14: Housing + Transportation Affordability Index: Places affordable for households at the regional median income, $5 per gallon gasoline prices. 38 Map 15: Transportation Affordability Index: Places affordable for households at the regional median income, current gasoline prices, ($2.438/gallon) . 40 Map 16: Housing + Transportation Affordability Index: Places affordable for households at the regional median income, current gasoline prices ($2.438/gallon). 43
Map 17: Housing + Transportation Affordability Index: Places affordable for households at the regional median income, $5 per gallon gasoline prices. 44 Map 18: Transportation Affordability Index: Places affordable for households at the regional median income, current gasoline prices ($2.438/gallon). 45 Map 19: 2010 Urbanized Area . 47 Map 20: Environmental Justice Population by Census Tracts. 48 Table 10: Percent of Resident’s Income Spent on Housing and Transportation Costs Combined. 49 Safety and Security . 50 Table 11: Regional Crash Statistics, 2009-2013. 50 Figure 14: Crashes by County, 2009-2013. 50 Figure 15: Crash Rate 2009-2013 . 50 Map 21: Auto Crash Locations, 2009-2013 . 51 Figure 16: Contributing Factors in Fatal and Disabling Injury Crashes, 2009-2013 . 52 Map 22: Pedestrian Crash Locations in the city of St. Louis, 2009-2013 . 52 Figure 17: Fatal Accidents with at Least One Pedestrian or Cyclist Death...... 53 Network Security and Climate Change . 53 Regional Mobility. 53 Table 12: Travel Time Index, Ratio of peak period travel time to free-flow travel time, 2011. 54 Table 13: Change in Travel Time Index, Percent change, 1982 to 2011. 54 Figure 18: Travel Time Index, 1982-2011 . 54 Table 14: 80th Percentile Freeway Planning Time Index. 55 Table 15: Annual Hours Delay Per Commuter. 55 Congestion Corridors . 55 Map 23: Peak Hour Highway Travel Delay-Trip Destination, 2011. 56 Map 24: Peak Hour Highway Travel Delay-Trip Destination, 2015 . 56 Map 25: Peak Hour Highway Travel Delay-Trip Destination, 2045 . 58 Map 26: AM Peak Congestion, Feb. 2014 . 59 Map 27: PM Peak Congestion, Feb. 2014 . 60 Figure 17: MoDOT October 2014 Mobility Report: I-270 PM Congestion . 61 Figure 18: MoDOT October 2014 Mobility Report: I-270 AM Congestion . 61 Figure 19: MoDOT October 2014 Mobility Report: I-64 AM Congestion. 61 Figure 20: MoDOT October 2014 Mobility Report: I-64 PM Congestion . 61 Map 28: Highways and Principal Arterials, 2013. 63 Regional Transit System. 64 Table 16: Annual Metro Ridership. 64 Figure 21: Average Monthly Weekday Ridership. 64 Map 29: Regional Transit System . 65 Map 30: Rapid Transit Connector Study Locally Preferred Alternatives . 66 Intelligent Transportation System (ITS) Architecture Update . 68 Map 31: Regional ITS Architecture. 69 Freight . 70 Figure 22: 2010 Freight Flows by Mode, St. Louis Region. 70 Figure 23: 2010 Freight Flows by Destination . 70 Table 17: Freight Tonnage, Tons in thousands, 2011 . 70 Map 32: Primary Goods Movement Network . 71 Rail . 72 River . 72 Road . 72 Aviation . 72 Pipe . 73 Intermodal Activity . 73 St. Louis Regional Freight Authority. 73 Environment . 71 Map 33: Regional Ecological Significance. 74 Map 34: Conservation Opportunity Areas. 75 Wetland Data. 76 Data Refinements. 76 LEAM. 77 Map 35: Ecological Stress Analysis, Fiscally Constrained Scenario. 78 OneSTL. 79 Chapter 3: Transportation Investment Plan . 81 Summary of Project Evaluation Framework . 82 Table 18: Performance Management Framework. 83 Projects Considered for Plan Inclusion . 84 Financial Capacity Analysis . 84 Map 36: Funded Project Locations . 85 Map 37 Illustrative Project Locations . 86 Map 38: Corridor Study Locations . 87 Table 19: IDOT Financial Capacity, 2016-2045 . 88 Table 20: Metro Financial Capacity, 2016-2045. 88 Table 21: MoDOT Financial Capacity, 2016-2045 . 88 Chapter 4: Public Involvement . 89 Chapter 1: Introduction
Connected2045 | 1 Population Trends St. Charles County saw the most dramatic increase in Preface population in the decades since 1950. In this period, The population of the eight-county East-West Gateway St. Charles County has grown by more than a factor of This document serves as the State of the System region was estimated to be just under 2.6 million in 12, from a population of 30,000 in 1950 to more than Report and the Technical Supplement to the 2013. Between 1950 and 1970, the region added about 370,000 in 2013. Growth appears to have slowed in the St. Louis area’s Regional Transportation Plan, 30,000 people per year, but since 1970 St. Louis has post-recession period. From 2000 to 2010, the county Connected2045, produced by East-West Gateway been a slow-growing region, adding fewer than 5,000 grew by more than 7,600 people per year, on average. Council of Governments (the Council). Contained people per year. Over the last half century, the region’s Since 2010, the growth has been a smaller, but still within are four sections that detail the analysis that population has shifted away from the urban core to the robust at 4,300 people per year. went into the development of Connected2045 and more suburban and rural portions of the region. highlights the Council’s transportation planning St. Louis County is the largest county in the region, activities.The introductory section of the chapter Table 1 and Figure 1 depict population change in the with over 1 million residents. The county experienced provides population and employment trends and eight counties of the region from 1950 through 2013. a substantial increase in population in the 1950s and forecasts for the St. Louis region (the region), as Table 2 shows how St. Louis compares to 34 peer 1960s, smaller increases in the following decades, and well as information on commuter flow. regions on population growth since 2010. a 1.7 percent decline in the population from 2000 to 2010. Since, 2010, however, the county’s population The State of the System chapter presents technical In the last 65 years, the most notable change has been appears to have rebounded, stabilizing at just over one detail on the regional transportation system with the population decline in the city of St. Louis, dropping million people. regards to reliability, mobility, accessibility, safety from over 850,000 in 1950 to 319,000 in 2010. The and security, and preservation. The Housing and city’s population, however, appears to have stabilized. Transportation section of the chapter summarizes According to Census estimates, the city lost fewer than the analysis conducted by the Council on true levels 300 people per year between 2010 and 2013. of housing affordability in the region by factoring in transportation expenditures in addition to housing costs. Table 1: County Population, 1950-2013 The third chapter details the development of the County Name 1950 1960 1970 1980 1990 2000 2010 2013* transportation investment plan and the LEAM Franklin County 36,046 44,566 55,116 71,233 80,603 93,807 101,492 101,816 model analysis conducted on the investment plan’s impacts on land development and ecologically Jefferson County 38,007 66,377 105,248 146,183 171,380 198,099 218,733 221,396 significant areas in the region. Madison County 182,307 224,689 250,934 247,691 249,238 258,941 269,282 267,225 Monroe County 13,282 15,507 18,831 20,117 22,422 27,619 32,957 33,493 The final chapter documents the public engagement process that informed Connected2045 throughout St. Charles County 29,834 52,970 92,954 144,107 212,907 283,883 360,485 373,495 the plan development process. St. Clair County 205,995 262,509 285,176 267,531 262,852 256,082 270,056 266,955 City of St. Louis 856,796 750,026 622,236 453,085 396,685 348,189 319,294 318,416 St. Louis County 406,349 703,532 951,353 973,896 993,529 1,016,315 998,954 1,001,444 Total 1,770,566 2,122,136 2,383,818 2,325,823 2,391,606 2,484,935 2,573,263 2,584,240 * Estimate
2 | State of the System for the St. Louis Region TABLE 2: POPULATION CHANGE, PERCENT, Figure 1: Population Change 2010-2013 Figure 1:in Populationthe St. Louis Change Region, in the 1 Austin 9.7 St. Louis Region, 1950-2013 2 Houston 6.6 1950-2013 3 San Antonio 6.3 1,200,000 4 Denver 6.1 5 Dallas 6.0 6 Washington D.C. 5.6 1,000,000 7 Charlotte 5.3 8 Oklahoma City 5.3 9 Nashville 5.2 800,000 10 Seattle 5.0 11 Phoenix 4.9 12 Salt Lake City 4.8 600,000 13 Miami 4.7 14 Atlanta 4.5 15 San Francisco 4.2 400,000 16 Portland 4.0 17 San Diego 3.7 18 Indianapolis 3.5 200,000 19 Columbus 3.4 20 Minneapolis 3.3 21 Boston 2.9 0 22 Los Angeles 2.4 23 Kansas City 2.2 24 Baltimore 2.2 25 Louisville 2.1 26 New York 2.0 27 Memphis 1.3 Franklin County St. Charles County 28 Philadelphia 1.2 29 Cincinnati 1.1 Jefferson County St. Clair County 30 Milwaukee 0.9 31 Chicago 0.8 Madison County St. Louis city 32 St . Louis 0.5 33 Pittsburgh 0.2 Monroe County St. Louis County 34 Detroit 0.0 35 Cleveland -0.6
In recent decades, Jefferson County has been second slowly in the decade from 2000 to 2010, but each have in Franklin County. Areas with population loss in this only to St. Charles County in population growth. From fallen slightly in population in the most recent Census decade include portions of the city of St. Louis, North 2000 to 2010, Jefferson County added an average of estimates. St. Louis County, and riverfront communities in Madison 2,000 people per year. Since 2010, the number has and St. Clair counties. The shift of population within the region from the urban fallen to fewer than 1,000 per year. Franklin County has core to suburban areas is shown in Map 1 and Map 2. St. Louis has consistently experienced net out-migration for decades exhibited slow but steady growth. From Map 1 shows the change in the Census-designated over the last quarter century. The population continued 2000 to 2010, Franklin County added just under 800 urbanized area from 1950 through 2010. In this time to grow because of the number of births in the region. persons per year. Since 2010, growth has amounted to period, the population of the region grew by less Net migration may be split into the domestic and about 100 per year. than 50 percent, while the urbanized area more than international components. From 2010 to 2013, the The three Illinois counties comprise about 22 percent quadrupled. Map 2 shows population change from 2000 St. Louis region experienced a net loss of 30,000 people of the regional population. In percentage terms, to 2010. Growth areas in this time period included the to domestic migration, but had a net gain of 12,500 from Monroe County has seen fairly rapid growth, increasing western portion of St. Charles County, the middle third international migration. Total net migration (i.e., the sum population by more than 20 percent between 2000 of St. Clair and Madison counties, the I-55 and Route 30 of domestic and international migration) amounted to a and 2010. St. Clair and Madison counties both grew corridors in Franklin County and the Route 47 corridor net loss of about 17,000 people.
Connected2045 | 3 Map 1: Change in Urbanized Area, 1950-2010
4 | State of the System for the St. Louis Region Map 2: Population Change by Tract, 2000-2010
Connected2045 | 5 Aging Population The aging of the population is a national and even worldwide phenomenon, and St. Louis is no exception. The St. Louis region, however, is aging more rapidly than most of the rest of the United States. Figures 2 and 3 depict age distributions for the years 2014 to 2045 using fertility and mortality projections from the Centers for Disease Control. For the region, the number of individuals over age 65 is projected to increase by 76 percent. The number of persons over age 85 is projected to more than double. The aging of the population will have implications for the transportation system. For example, older drivers are less likely to travel at peak times but senior citizens may be reliant on public transportation if they are no longer able to operate a personal vehicle.
AgeFigure Pyramid, 2: Age St.Pyramid, Louis Region,St. Louis 2014 MSA, 2014 FigureAge Pyramid, 3: Age Pyramid, St. Louis St. Region, Louis MSA, 2045 2045
100+ 100+ 95-99 95-99 Male 2014 Female 2014 Male 2045 Female 2045 90-94 90-94 85-89 85-89 80-84 80-84 75-79 75-79 70-74 70-74 65-69 65-69 60-64 60-64 55-59 55-59 50-54 50-54 45-49 45-49 40-44 40-44 35-39 35-39 30-34 30-34 25-29 25-29 20-24 20-24 15-19 15-19 10-14 10-14 5-9 5-9 0-4 0-4
100,000 80,000 60,000 40,000 20,000 0 20,000 40,000 60,000 80,000 100,000 100,000 80,000 60,000 40,000 20,000 0 20,000 40,000 60,000 80,000 100,000
Source: U.S. Census, CDC, EWG.
6 | State of the System for the St. Louis Region Economic and Employment Trends The St. Louis economy was battered by the most recent economic recession, and has still not fully recovered. Table 3 Table 4: CHANGE IN METRO AREA shows wage and salary employment for each county for the period 2000-2013. The EWG region lost nearly 6 percent EMPLOYMENT of its jobs from 2008 to 2010 and since 2010, growth has been slow. By 2013, the region had about 45,000 fewer jobs Percent Metropolitan Statistical Area 2010 2013 than in 2008. From 2010 to 2013, St. Charles County experienced the most job growth in percentage terms, increasing Change employment levels by more than 8 percent. In absolute terms, St. Louis County experienced the greatest growth, 1 Austin 806,530 905,684 12.3 2 San Francisco 2,005,300 2,236,330 11.5 adding 13,000 jobs. 3 Houston 2,636,307 2,921,521 10.8 4 Nashville 788,900 868,740 10.1 Since the recession, the St. Louis economy has grown more slowly than most of its peer regions. From 2010 to 2013, 5 Salt Lake City 608,450 663,690 9.1 employment increased by 2.5 percent, less than half the national average. Of the top 50 MSAs, St. Louis ranked 46th 6 Charlotte 999,715 1,086,935 8.7 with respect to job growth, as shown in Table 4. 7 Dallas 3,000,624 3,257,903 8.6 8 Denver 1,253,785 1,360,732 8.5 9 Los Angeles 5,465,547 5,928,537 8.5 10 Seattle 1,741,502 1,888,461 8.4 11 Phoenix 1,731,734 1,859,980 7.4 12 Columbus 946,036 1,015,993 7.4 13 San Antonio 910,653 977,917 7.4 14 Detroit 1,773,386 1,903,712 7.3 Table 3: Payroll Employment by County, 2000-2013 15 Portland 1,022,097 1,094,850 7.1 Percent Change, Percent Change, 16 Miami 2,294,720 2,454,632 7.0 17 Indianapolis 938,793 1,001,774 6.7 County 2000 2008 2010 2013 2000-2013 2010-2013 18 Oklahoma City 594,685 633,933 6.6 Madison, IL 102,677 104,014 101,098 101,948 -0.71 0.84 Average 1,870,915 1,987,160 6.4 19 San Diego 1,407,396 1,492,427 6.0 Monroe, IL 7,775 9,115 8,724 9,043 16.31 3.66 20 Minneapolis 1,800,661 1,906,459 5.9 St. Clair, IL 102,934 109,806 105,416 104,174 1.20 -1.18 21 Atlanta 2,330,010 2,463,755 5.7 22 Louisville 595,209 628,835 5.6 Franklin, MO 36,762 40,841 37,303 38,784 5.50 3.97 23 Boston 2,487,077 2,620,247 5.4 24 Baltimore 1,328,424 1,391,290 4.7 Jefferson, MO 46,537 53,370 51,284 51,570 10.82 0.56 25 New York 8,763,594 9,157,095 4.5 St. Charles, MO 102,853 134,269 131,334 142,297 38.35 8.35 26 Chicago 4,388,996 4,583,214 4.4 27 Kansas City 1,001,229 1,041,599 4.0 St. Louis, MO 691,838 659,502 612,735 625,740 -9.55 2.12 28 Cleveland 1,014,533 1,051,285 3.6 City of St. Louis, MO 272,316 252,576 237,305 245,451 -9.87 3.43 29 Milwaukee 826,369 854,690 3.4 30 Cincinnati 1,005,942 1,040,070 3.4 TOTAL 1,363,692 1,363,493 1,285,199 1,319,007 -3.28 2.63 31 Pittsburgh 1,152,643 1,189,222 3.2 Source: Bureau of Economic Analysis 32 Washington DC 3,126,286 3,221,042 3.0 33 St. Louis 1,338,283 1,371,788 2.5 34 Philadelphia 2,780,923 2,848,114 2.4 35 Memphis 615,697 628,140 2.0
Source: Bureau of Economic Analysis
Connected2045 | 7 In December, 2014, the EWG region’s unemployment rate was 5.7 percent, fairly close to the national rate of 5.4 percent. Figure 4 shows that the St. Louis unemployment rate tracks the national average closely. Figure 5 shows that since 2010, the number of employed persons has increased somewhat, while the number of persons in the labor force (i.e., either employed or looking for work) has declined slightly.
Figure 4: Unemployment Rate,Unemployment U.S. and EWG Region
12.00
10.00
8.00
6.00
4.00
2.00
0.00 2004 2004 2006 2007 2008 2009 2010 2011 2012 2013 2014
EWG US
Labor Force and Employment, EWG Region, 2005-2014 Figure 5: Labor Force and Employment, EWG Region, 2005-2014
1,400,000 Labor Force Employed Persons 1,350,000
1,300,000
1,250,000
1,200,000
1,150,000
1,100,000
1,050,000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 8 | State of the System for the St. Louis Region Table 5 shows long-term changes in the economy. Table 5: Employment by Sector, St. Louis MSA, 1990-2014 In the last quarter century, the region has lost over 45 percent of its manufacturing jobs. Even so, Percent Sector 1990 2014 Change manufacturing remains a vital sector in the St. Louis economy, employing over 100,000 people in jobs with Industry: Mining, Logging, and Construction 51.1 61.3 20.0 above average wages. Sectors that have experienced Industry: Manufacturing 206.1 112.8 -45.3 the greatest increases include Professional and Industry: Retail Trade 142.1 137.5 -3.2 Business Services, which is driven largely by increases Industry: Transportation and Utilities 48.2 46.8 -2.9 in health care employment, and the Leisure and Industry: Information 29.0 29.3 1.0 Hospitality sector. Industry: Financial Activities 70.4 89.1 26.5
Industry: Professional and Business Services 147.8 204.7 38.5 Industry: Leisure and Hospitality 105.3 146.1 38.8 Industry: Other Services 49.6 46.1 -7.1 Industry: Government 140.1 158.9 13.4 Source: Bureau of Labor Statistics
Commuter Flow Table 6 summarizes county worker flows for the region. About 43 percent of workers in the region are employed in the same county in which they live. The largest inter-county flow of workers is from St. Louis County to the city of St. Louis, with an average of 82,000 workers making the daily commute. The second greatest volume of inter-county flow is the 77,000 workers who commute from St. Charles County to St. Louis County. About 64,000 commuters commute from their homes in Illinois to one of the Missouri counties, while about 14,000 Missourians work in Illinois. About 86,000 workers in the EWG region live outside the region, while about 158,000 residents of the eight EWG counties go to work outside the region. Table 6: Journey to Work 2011 County of Residence County of City of Employment Madison Monroe St. Clair Franklin Jefferson St. Charles St. Louis St. Louis Outside Madison 53,713 715 10,457 148 557 1,017 3,699 1,276 23,421 Monroe 358 3,828 1,400 28 154 44 365 103 1,495 St. Clair 12,143 2,470 47,920 80 846 550 3,297 1,585 17,322 Franklin 159 30 103 19,498 1,686 1,434 2,377 402 8,546 Jefferson 331 332 438 1,461 24,590 1,395 7,547 1,551 7,171 St. Charles 1,687 236 1,058 2,355 3,071 60,440 22,768 3,513 19,882 St. Louis 16,220 3,894 12,589 12,728 44,546 76,856 270,186 52,736 55,969 City of St. Louis 11,370 2,192 13,690 2,797 13,146 13,329 82,428 53,584 24,450 Outside 15,910 4,613 12,325 7,183 7,571 12,283 20,120 5,912 111,891 18,310 99,980 46,278 96,167 167,348 412,787 120,662 158,256
Connected2045 | 9 10 | State of the System for the St. Louis Region Chapter 2: State of the System
Connected2045 | 11 Preservation Figure 6 shows bridge condition improvement for the nation, Illinois, Missouri and the region from 2005 Figure 6: Percent Deficient Bridge Conditions through 2014. These percentages only include deficient Bridges, 2005-2014 Bridges are an essential element of regional bridges older than ten years. It was not until 2013 that Figure x: Percent of Deficient Bridges, 2005 - 2014 infrastructure and economic development, and NBI data started to include deficient bridges newer than 40 35 preservation of the existing system is the region’s ten years. 30 top priority for transportation investment. Therefore, Locally, IDOT and MoDOT maintained roughly 25 maintenance, rehabilitation, and replacement of 20 52.8 percent of the 3,304 bridges within the eight-county deficient bridges is vital. 15 region in 2014. As shown by Table 7, when including 10 Trends and Analysis all deficient bridges, about 21.1 percent of the bridges 5 were deficient in 2014. State maintained bridges were 0 A crucial preservation issue is bridge maintenance, 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 20.3 percent deficient and non-state maintained bridges especially in light of declining transportation funds. National Illinois Missouri Region were 22.0 percent deficient. On the Illinois side, non- Bridge closures not only affect the routes the bridges state and state maintained bridges were 13.5 and 18.4 Source: FHWA, National Bridge Inventory, 2005 - 2014 traverse but can also put added strain on alternative percent deficient, respectively. In Missouri, 21.2 percent routes. Timely bridge maintenance helps preserve this of state maintained bridges were deficient, while 26.1 infrastructure without incurring the additional costs of percent of non-state bridges were deficient. 26.5 percent major reconstruction. In addition, investments toward of all bridges in the urbanized area of the region were the upkeep of bridges pay dividends by improving deficient, compared to only 13.2 percent of rural bridges. mobility, accessibility and safety, as well as the prosperity of the region. Bridges are defined as deficient when parts have Table 7: St. Louis Bridges by Census Urbanized Area and Maintenance weakened due to wear and tear (structurally deficient) Total Urban Rural or have designs which have become outdated due to Deficient Total Percent Deficient Total Percent Deficient Total Percent new engineering guidelines (functionally obsolete). Bridges Bridges Deficient Bridges Bridges Deficient Bridges Bridges Deficient Even though deficient bridges are not necessarily Missouri synonymous with dangerous bridges that must be closed, tracking deficiencies helps prioritize State 246 1,161 21.2 221 857 25.8 25 385 6.5 infrastructure spending and preserve the integrity of Non-State 274 1,049 26.1 209 656 31.9 65 393 16.5 the transportation system as a whole. As a measure to Combined 520 2,210 23.5 430 1,513 28.4 90 697 12.9 aid state and local efforts FHWA collects bridge data Illinois from a variety of agencies and stores the results in a centralized database, the National Bridge Inventory State 107 582 18.4 63 315 20.0 44 267 16.5 (NBI). In 2014 there were 599,745 bridges nationwide. Non-State 69 512 13.5 25 127 19.7 44 385 11.4 The states of Illinois and Missouri have 26,334 and Combined 176 1,094 16.1 88 442 19.9 88 652 13.5 24,287 bridges, respectively, or a combined 8.4 percent Regional of the nationwide total Map 3 depicts the structurally State 353 1,743 20.3 284 1,172 24.2 69 571 12.1 deficient bridges in the region, spread throughout the eight counties. Non-State 343 1,561 22.0 234 783 29.9 109 778 14.0 Combined 696 3,304 21.1 518 1,955 26.5 178 1,349 13.2
Source: FHWA, National Bridge Inventory, 2014
12 | State of the System for the St. Louis Region Map 3: Deficient Bridges
Connected2045 | 13 Figure 7 displays the percent of deficient bridges by county and Pavement Conditions maintenance responsibility. The highest percentages of state-maintained As with bridges, good pavement conditions are a deficient bridges were found in the city of St. Louis (50.6 percent) and necessary component for the seamless movement St. Louis County (24.1 percent). Map 3 shows that while deficient bridges of people and goods. Poor conditions can cause are distributed throughout the region, a greater concentration exists within congestion and safety problems. Additionally, deferred the core, where infrastructure is generally oldest. maintenance increases the costs of repair. Trends and Analysis The basic assessment of surface roughness is based Figure 7: Percent of Deficient Bridges in on the amount of cracking, rutting, raveling, patching, Missouri andPercent Illinois Counties,of Deficient 2014 Bridges in and a number of other deficiencies that collectively Missouri and Illinois Counties, 2014 characterize the overall condition of the pavement. 70 Throughout the region, roadways are evaluated State Local based on smoothness and physical conditions. When 60 analyzing pavement conditions, roadway quality is 50 categorized as acceptable and not acceptable, based
cient on IDOT and MODOT’s local evaluation criteria. In all, fi 40 there are 7,352 lane miles of pavement maintained by 30 MODOT and 2,942 lane miles maintained by IDOT. Map 4 shows that while almost seven eighths of the 20
PercentDe lane miles are in acceptable condition, there are pockets 10 of roadways in poor condition. In the more rural areas, particularly on the Missouri side, a larger proportion of 0 the roadways tend to be in unacceptable condition.
Source: FHWA, National Bridge Inventory, 2014
14 | State of the System for the St. Louis Region Map 4: Pavement Condition 2013
Connected2045 | 15 In addition to looking at point-in-time data, studying trends shows the direction pavement conditions are going. Examining data between 2007 and 2013, it is evident that pavement has been mostly maintained at the acceptable level, a result of strategies prioritizing pavement preservation (Figure 8). Table 8 shows the condition of pavement for the state-owned system within the region in 2013. Though some disparity in pavement conditions exists between states by functional classification, about 85 percent of Missouri state maintained roadways and 92 percent of Illinois state maintained roadways are in acceptable condition. Within the Departments of Transportation preservation efforts, higher priorities have been affixed to roadways carrying more traffic. Consequently, Interstates and principal arterial roads have higher acceptable ratings than other roads, which include mostly minor arterials and collectors. In Missouri, 84 and 90 percent of Interstate and arterial lane miles, respectively, are in acceptable condition. In Illinois, for those facility types, 97 and 94 percent are in acceptable condition, respectively. Table 8 displays pavement conditions for urban and rural areas of the region. In Missouri, 87 percent of state maintained roadways within the urbanized area are in acceptable condition, while 81 percent of rural roadways are rated acceptable. In Illinois, for urban and rural, 94 and 89 percent of lane miles, respectively, are in acceptable condition. Figure 9 illustrates that St. Clair County has the highest percentage of state-maintained
Figure 8: Percent of Acceptable Pavement Table 8: Pavement Conditions by State Maintained Roads, 2013 ConditionsFigure 8: by Percent State of Maintained Acceptable Pavement Roads, 2007-2013 Conditions Total Urban Rural by State Maintained Roads, 2007-2013 Percent Percent Not Percent Percent Not Percent Percent Not 100.00 Acceptable Acceptable Acceptable Acceptable Acceptable Acceptable
95.00 Missouri Interstate 83.6 16.4 83.4 16.6 84.7 15.3 90.00 Principal 89.6 10.4 89.8 10.2 87.7 12.3 85.00 Arterials
80.00 Other 80.8 19.2 88.3 11.7 77.5 22.5 PercentAcceptable All 85.2 14.8 87.1 12.9 80.5 19.5 75.00 Illinois 70.00 Interstate 96.5 3.5 97.8 2.2 94.6 5.4 2007 2008 2009 2010 2011 2012 2013 Principal 94.1 5.9 96.2 3.8 88.4 11.6 Missouri Illinois Region Arterials Source: IDOT, MoDOT Other 86.8 13.2 86.8 13.2 86.7 13.3 All 91.7 8.3 93.6 6.4 89.1 10.9 Region Interstate 86.5 13.5 85.8 14.2 89.5 10.5 Principal 90.7 9.3 91.3 8.7 88.0 12.0 Arterials Other 83.0 17.0 87.6 12.4 80.4 19.6 All 87.0 13.0 88.7 11.3 83.6 16.4
16 | State of the System for the St. Louis Region pavement in acceptable condition (93 percent) among the region’s counties. Conversely, the city of St. Louis has the highest percentage of state-maintained roadways in unacceptable condition (28 percent). Figure 9 also shows that over 90 percent of the roadway lane miles in Madison and St. ClairFigure Counties _: are Percent of Acceptable Pavement Conditions by County, 2013 in acceptable condition. Figure 9: Percentage of Acceptable Pavement by County It is important to note that 100.0 MODOT and IDOT evaluate the 90.0 quality of the pavement on roads 80.0 using different rating systems. 70.0 The rating systems include the International Roughness Index 60.0 (IRI), Pavement Condition, and 50.0 Critical Rating System (CRS). The 40.0 IRI is the most commonly used 30.0 pavement roughness assessment 20.0 methodology worldwide and 10.0 FHWA encourages its use. 0.0 MODOT employs a combination of the IRI and pavement condition analysis. They rate their pavement as “good” and “not good” as a means to prioritize roadways for Source: IDOT, MODOT maintenance. Since MODOT changed to its current rating system in 2008, caution should be used when comparing findings from this edition with earlier editions of State of the System. Figure 10:Fi Costgure 11: of Cost Deferred of Deferred Maintenance Maintenance IDOT uses a CRS which includes IRI, rutting and faulting analysis, as well as high resolution digital images of pavement. This system classifies pavements as Excellent “excellent,” “good,” “fair,” and “poor.” Good 40% drop Investment in preservation of existing infrastructure is in quality of paramount importance to the region and the Council Fair $1.00 for renovation here has a strong history of prioritizing preservation projects. 75% of life
With limited funding for both new construction and 40% drop preservation, serious consideration must be given to Condition Poor in quality the costs associated with each. As shown in Figure 10, the cost for deferring pavement maintenance increases Very poor Will cost $4.00 to $5.00 here significantly as conditions deteriorate. Consistent funding 12% of life of projects that preserve and maintain the region’s Failed infrastructure is critical to ensuring safety and supporting Source: M.Y. Shahin and J.A. Malther. Pavement Maintenance Mangement for the economy. Roads and Streets Using the PAVER System
Connected2045 | 17 Transit Fleet Conditions Despite fiscal challenges common to transit agencies Moving forward, the public transit agencies are strongly across the United States, both agencies effectively committed to providing services that respond to Metro and Madison County Transit (MCT) provide manage their capital assets. The management of assets economic, recreational and environmental needs within transit service within the St. Louis area. The modes of covers fixed route facilities and system components, the region. Metro continues to promote connection transportation provided include light rail, bus, vanpool vehicles (revenue and non-revenue), and advanced and access through its planned rapid bus transit and and demand response (paratransit service). Metro technologies. The Metro fleet consists of 87 light rail opportunities for transit oriented development. MCT operates three integrated fixed route transit system vehicles, with all vehicles and stations accessible to operates the regional ridesharing program, Ridefinders. services—MetroBus, MetroLink, and Metro Call-A-Ride customers with disabilities. Less than 5 percent of It also connects passengers to its trail system, Madison (paratransit service). The MetroBus system serves the Metro’s buses, light rail and vans are beyond their useful County Trails promoting public health and increasing the city of St. Louis, St. Louis County and St. Clair County. life (see Table 9). The MCT fleet consists of 117 buses reach of transit. MetroLink extends 46 miles across both sides of the and 113 vans. Approximately 14 percent of the vehicles river and includes 37 stations. are beyond their useful life (see Table 10). MCT provides fixed route bus service throughout Madison County, Illinois, including service to the East St. Louis MetroLink stop in St. Clair County and to Downtown St. Louis. In addition, MCT provides paratransit vans and a bus service called Agency Table 9: Metro Transit Fleet Conditions, 2013 for Community Transit (ACT) that serves elderly and disabled individuals in Madison County. Number of Useful Life Average Age Percent of Number Beyond Trends and Analysis Vehicle Type Vehicles (Years) in Years Useful Life Useful Life The Metro service cutbacks of 2009 removed nearly half Light Rail 87 20 14.3 71.6 0 the number of routes and a quarter of the bus stops. All buses 378 15 8.9 59.2 0 Voters subsequently approved a sales tax in 2010 Vans 120 7 4.9 69.8 17 which restored and expanded routes and increased the frequency of MetroLink trains. Other recent service Note: Metro Standards are based on its maintenance program operational program policy: improvements have included adding articulated buses light rail = 30 years; all buses = 15 years, 750,000 miles; vans = 7 years, 350,000 miles. to the Grand route in 2014, supplying all uncovered Source: National Transit Database MetroLink stations with heaters (2011), as well as infrastructural improvements to both the North Hanley Table 10: Madison County Transit Fleet Conditions, 2013 and Grand MetroLink stops. A new Metrolink station at CORTEX is expected in 2016 or 2017. MCT continues to link routes with Metro serving Downtown St. Louis Number of Useful Life Average Age Percent of Number Beyond and St. Clair County. Vehicle Type Vehicles (Years) in Years Useful Life Useful Life All buses 117 12 1.8 15.0 0 Vans 113 5 3.6 72.9 33
Note: MCT fleet conditions are based on Transit Administration Standards: light rail = 20 year; 35-40’ buses = 12 years, 500,000 miles; 30’ buses = 10 years, 300,000 miles; vans = 5 years, 150,000 miles. Source: National Transit Database
18 | State of the System for the St. Louis Region Bicycling and Walking At the state level, the Illinois Department of more bike racks. The Metro East Park and Recreation Transportation (IDOT) completed the first ever state- District (MEPRD) has been awarded $2.218M in ITEP Twenty-two percent of households in the city of St. Louis wide bicycle plan for Illinois in February 2014. The funds to construct the Troy O’Fallon Trail. The seven- do not own a vehicle and rely on active modes of Plan provides information on policies, best practices, mile shared-use trail will connect the Madison County transportation,1 whether by choice, because they elect and strategic direction for implementing a multimodal Bikeway System to O’Fallon, IL. The trail will eventually to not use a car, or because they cannot afford a car. transportation system in Illinois. IDOT administers the connect to the 14-mile Metro Bike-Link Trail at the Even households that own a vehicle make bicycle and statewide Illinois Transportation Enhancement Program Shiloh/Scott Metro Station south of O’Fallon, Illinois. The pedestrian trips, for example walking from a transit (ITEP) and local agencies in Madison, Monroe, and CityArchRiver project in Downtown St. Louis will make stop to work or biking to work. In 2012, the city of St. Clair counties are eligible to apply for on-road and the Arch grounds more accessible for bicyclists and St. Louis ranked 21st out of 70 large cities based on the off-road facilities for pedestrians and bicyclists through pedestrians by featuring safer access over Interstate-70 percentage of bicycle commuters.2 Active transportation ITEP. and by implementing shared-use paths throughout the facilities (i.e., sidewalks, on-street bicycle facilities, grounds and a cycle-track along Leonor K. Sullivan shared use paths, accessible transit stops, wayfinding, At the regional level, the Council administers Boulevard. By providing more connections and end- etc.) are becoming more common throughout the a competitive process for allocating Surface of-trip facilities to the regional bicycle and pedestrian St. Louis region. As of 2013, approximately 740 miles Transportation Program-Suballocated (STP-S), system, and implementing better options to get around of bike facilities have been built. In addition, vehicle Transportation Alternatives Program (TAP), and impassable barriers (such as interstates, railroads, miles traveled (VMT) per capita is decreasing in the Congestion Mitigation and Air Quality (CMAQ) funding. rivers, and multi-lane arterial roadways), walking and region. An increased interest in alternative modes of Bicycle and pedestrian projects, including Safe Routes bicycling trips may continue to increase in volume transportation and the increase in the mileage of bicycle to School type projects, are eligible under these federal and distance. The Council will prioritize bicycle and and pedestrian facilities are two factors that contribute programs and all applicants are to consider all modes pedestrian corridors that fill gaps in the network and to the decline in VMT per capita. of transportation in their projects. Furthermore, the make connections across transportation barriers. Council established the Bicycle and Pedestrian Advisory At the federal level, the U.S. Department of Committee (BPAC) in 1995 to advise the Council on Map 5 depicts the region’s bicycle and pedestrian Transportation (US DOT) issued an updated Policy bicycle and pedestrian related investment, development, system, which consists of regional trails, local networks Statement on Bicycle and Pedestrian Accommodation and policy issues. The BPAC supports the enhanced of off-road trails, on-street bikeways, and sidewalks. to support the development of fully integrated active access, safety, comfort, and mobility for people walking In addition, there are two national trails that span transportation networks in March 2010. The Policy and bicycling throughout the region by encouraging the region, the American Discovery Trail (ADT) and calls for transportation agencies to plan, fund, and the coordinated development of bicycle and pedestrian the Mississippi River Trail (MRT). The ADT stretches implement improvements to biking and walking facilities, friendly facilities, programs, and activities. from California to Delaware, while the MRT connects including linkages to transit. In August 2013, the Minnesota to the Gulf of Mexico. Both trails are Federal Highway Administration (FHWA) issued formal Improvements to the region’s bicycle and pedestrian comprised of shared-use paths and on-road facilities. support for the American Association of State Highway system, such as bike racks or new bikeway and and Transportation Officials (AASHTO) bicycle and sidewalk connections, create new opportunities for pedestrian design guides, National Association of City people to walk and bike for transportation. In 2011, Transportation Officials (NACTO) Urban Bikeway Design the Downtown Bicycle Station opened, offering secure Guide, and the Institute of Transportation Engineers 20-hour access and featuring over 120 bike racks, (ITE) Designing Urban Walkable Thoroughfares. FHWA showers, and locker rooms. In 2014, city of St. Louis encourages agencies to appropriately use these guides installed approximately 100 custom designed stainless to help fulfill the aims of the 2010 US DOT Policy steel inverted U bike racks throughout the city through Statement on Bicycle and Pedestrian Accommodation. their Bike Rack Pilot Program, with plans to install The Council encourages transportation agencies to go beyond minimum standards for safe and convenient bicycling and walking facilities. 1 2013 3-Year American Community Survey 2 Where We Ride: Analysis of Bicycling in American Cities; League of American Bicyclists; 2012: http://bikeleague.org/sites/default/files/ ACS_report_forweb.pdf
Connected2045 | 19 Map 5: St. Louis Bicycle Facilities
20 | State of the System for the St. Louis Region Partners and Projects Corridor and Intersection Studies (identified in 2013) Since its inception in 2000, Great Rivers Greenway District (GRG) has spearheaded the development of a “River Ring,” a network of 600 miles of greenways connecting the city of St. Louis, St. Louis County, and St. Charles • Skinker Boulevard and Forest Park Parkway (city of County . To date, GRG has completed 110 miles of trails. GRG partnered with the city of St. Louis to develop St. Louis) the on-street Bike St. Louis network, and in 2005 the first 20 miles of continuous on-street bike facilities were implemented. In 2008, Bike St. Louis Phase II added an additional 53 miles to the network. In 2014, construction • Jefferson Avenue and Cherokee Street (city of began for Phase III of Bike St. Louis. The project will upgrade 56 miles of existing bicycle on-street bicycle St. Louis) facilities, and expand the network with an additional 52 miles. Bike St. Louis Phase III also includes the installation • Lindbergh Boulevard and Washington Street/ of seven bike corrals and wayfinding signage. By summer 2015, the total mileage of the Bike St. Louis network Charbonier Road (St. Louis County) will include 105 miles of on-street, signed bicycle facilities in the city of St. Louis and St. Louis County. • Olive Boulevard and Schulte Road (St. Louis In August 2011, GRG completed the Gateway Bike Plan (GBP), which was endorsed by the Council’s Board of County) Directors in January 2012. The GBP provides a long-term vision for providing a connected system of on-road bicycle routes between communities, transit, greenways, and trails in the city of St. Louis, St. Louis County, and • Highway K and Feise Road (St. Charles County) St. Charles County. In addition to identifying the regional system of on-road bikeways, the GBP includes strategies for education, encouragement, and enforcement to make bicycling safe for residents of all ages and abilities. Corridor and Intersection Studies (identified in 2014)
In 2014, the St. Louis Bike Share Study was Tracking Progress • Highway 30 (Gravois) corridor—Grand Boulevard to commissioned by GRG, in partnership with the city of One of the greatest challenges to measuring the Tucker Boulevard (city of St. Louis) St. Louis, St. Louis County, Metro, the Council, and benefits of walking and bicycling investments is the other key stakeholders. The year-long planning effort • West Pine Boulevard and Kingshighway Boulevard lack of documentation on usage and demand. For the resulted in a Feasibility Study that determined if bike (city of St. Louis) last three years (2012-2014), GRG and Trailnet have share is physically possible and which technology is • Russell Boulevard and Jefferson Avenue (city of participated in the National Bicycle and Pedestrian best suited for the region, a Business Plan that lays out St. Louis) Documentation Project (NBPDP). The NBPDP provides recommendations for system ownership, management, a standardized methodology for counting and surveying • Four intersections on Manchester in Downtown funding strategies, and revenue projects, and a System bicyclists and pedestrians. The information collected Maplewood (St. Louis County) Plan that recommends a phased service area for bike is valuable for identifying future bicycle and walking share. As a part of the transportation system, bike share • Halls Ferry Road and Chambers Road (St. Louis facilities and connections, and for evaluating the can replace car trips and assist in the reduction of VMT County) effectiveness of such facilities. Since the first counts per capita. conducted in 2012, the number of total count locations • Wentzville Parkway and Highway 61 (St. Charles In Illinois, the MEPRD is responsible for the has grown significantly, from 38 locations in 2012 to 65 County) development of parks, greenways, and trails in Madison locations in 2014. Additionally, GRG has installed eight and St. Clair counties. MEPRD supplements the Eco-Counters on trails throughout the River Ring and efforts of local agencies and other jurisdictions that are conducts monthly counts (Figure 11). already engaged in the construction and management of these projects through their Park and Trail Grant Matching Program. The mission of the program is to develop a public system of interconnecting parks and trails throughout MEPRD’s planning area. To date, 223 miles of bicycle facilities (including trails, bike lanes, and signed shared roads) have been funded in part by MEPRD.
Connected2045 | 21 Figure 11: GatewayGateway Bike Bike Plan Plan Top Counttop count Locations, loca ti2012-2013ons for 2012 and 2013
250 2013 2012 200
150
100
50
0 2-Hour Bicyle CountVolume
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At the local level, several counties and municipalities Three communities in the region have been recognized Usable sidewalks are important to people with have developed and adopted plans that support with bronze-level Bicycle Friendly Community disabilities, and the Americans with Disabilities Act of bicycling and walking, or adopted Complete Streets designation by the League of American Cyclists: 1990 (ADA) requires local governments to construct policies. Strong plans and policies are the first step St. Louis, Ferguson, and Clayton. These designations accessible rights-of-way to meet their needs. Federal in implementing walking and bicycling facilities. In represent significant local commitments to bicycling law requires that all public entities with over 50 addition, some funding programs give emphasis based in the region. In addition, the Bicycle Friendly employees develop an ADA Transition Plan. IDOT and on whether a project is supportive of or specifically Community program serves as a benchmark to identify MoDOT have both completed ADA transition plans. listed in local plans. Over 30 bike and pedestrian improvements yet to be made. Additionally, nine local Locally, St. Louis County completed its ADA Transition plans have been developed throughout the region by businesses have been recognized with bicycle friendly Plan in 2014, which included the surveying of 431 miles Trailnet and Heartlands Conservancy. Eighteen (18) designations, including Trailnet which has received the of sidewalk and nearly 6,000 curb ramps on arterial and local governments in the region have Complete Streets platinum designation. collector roads. policies in place. In January 2014, the St. Louis County Recent data from the American Community Survey Council adopted a Complete Streets policy, which (ACS) indicates that walking and biking trips account for states, “the Department of Highways and Traffic and 2.0 percent of all trip purposes in the region. Although Public Works will, where practicable, economically bicycling can accommodate longer trips, walking feasible and maintainable, routinely incorporate accounts for a higher percentage of all trips region one or more complete street elements into County wide (1.7 percent) than biking (0.3 percent), and is the transportation projects...” The Council will prioritize beginning and end of any trip by any mode. projects that are supported or specifically listed in a local plan or policy.
22 | State of the System for the St. Louis Region Human Service Transportation transportation service, 15 percent of the funding was spent on services that extend the hours or days of The Coordinated Human Services Transportation Plan Figure 12: JARC Funded Projects service, and 13 percent of the funding was spent on JARC Funded Projects* (CHSTP), updated in 2012, provides guidance for FY 2006-FY 2012 projects that improve system capacity. JARC funding FY2006-FY2012 improving the mobility options for elderly individuals, was not used to improve customer knowledge about persons with disabilities, and individuals with lower existing transportation services (Figure 12). incomes. The CHSTP includes an inventory of existing Expanded geographic transportation services and identifies gaps and New Freedom: Seven agencies in the St. Louis coverage 22% barriers in existing transportation services and regional Urbanized Area have received New Freedom FY06- Extended hours or days of coordination. The CHSTP provides a list of strategies FY12 funding, totaling $4.110 million. 50% service and activities that address the noted gaps in service. The majority of the projects were capital investments, making up over three quarters of all services, at 15% Improved system capacity Since the adoption of Coordinated Human Services approximately 77.4 percent. Trip-based services made the region’s first CHSTP Transportation Plan up a small portion of service, with a 17.3 percent Improved access or in 2008, a number of DRAFT 13% share. The remaining 5.3 percent of programs were improved connections projects have been information-based. implemented to improve access to transportation — Similar to the JARC program, the most common New through three Federal Freedom capital investment projects were those with Transit Administration the primary goal of improving access or connections (FTA) programs: Elderly (54 percent), including ADA bus stop enhancements. St. Louis Metropolitan Area NewFigure Freedom 13: New Freedom Funded Funded Projects* Projects Persons and Persons May 18, 2012 Just under one-fourth (24 percent) of the funding FY2006-FY2012 with Disabilities (Section was spent on projects that improve system capacity, FY 2006-FY 2012 5310), Job Access and 17 percent of the funding was spent on projects that Reverse Commute (JARC expand the geographic coverage of service, and 5% the remaining 5 percent was spent on the projects Expanded geographic or Section 5316), and New Freedom (Section 17% 5317). Below is a summary of the types of projects that improve customer knowledge, for example coverage funded through the Section 5310, JARC, and New travel training programs. New Freedom funding Improved system capacity Freedom programs in the region: was not used to extend the hours or days of service (Figure 13). Improved access or Section 5310: Under SAFETEA-LU, 137 vehicles have 24% 54% improved connections been funded at 39 agencies in the region through the In 2012, MAP-21 repealed the New Freedom program Missouri Section 5310 program (FY06-FY12), utilizing as a stand-alone program, and merged it into the Improved customer $4.3 million in federal funds. Section 5310 program to create the Enhanced Mobility knowledge of Seniors and Individuals with Disabilities program. The JARC: Five agencies in the St. Louis Urbanized Area JARC program was also repealed, and merged into the have received JARC FY06-F12 funding, totaling $6.433 Section 5307 Urbanized Area Formula program. The million. The majority of JARC-funded services were Council continues to fund projects that are derived from trip-based (85.9 percent). The remaining 14.1 percent the CHSTP, and enhance the mobility options for elderly was for the capital purchase of vehicles. No funding was individuals and individuals with disabilities. spent on the information-based services. — The most common JARC-funded programs were those that improve access or connections to transit (50 percent). Twenty-two percent (22 percent) of the JARC funding expanded the geographic coverage of
Connected2045 | 23 Coordinated Roadway Planning “To design a street according to its probable use is a reasonable but uncommon practice” —Harland Bartholomew, City of St. Louis Plan 1917
Streets function best when they support the desired land uses along them and accommodate everyone using the street safely and equitably. Along any given Great Streets Initiative roadway, local economics, land use patterns, and travel 1st Round Projects patterns may change over time, leaving a roadway or To help address mismatched roadways and land- place that is functionally obsolete or constrained by the use and unbalanced roadway facilities, the Council Labadie – 1-1/2 block long rural hamlet main street built infrastructure. Additionally, technologies and the began the Great Streets Initiative in 2006 to expand • Fully built out Manchester – 7+ mile suburban understanding of utility and environmental infrastructure what communities expect of their streets. Roadways arterial corridor are steadily evolving with consequential changes in should accommodate automobiles, trucks, buses, • 3 of the 5 municipalities adopted the plan and are standard practices. bikes and pedestrians in balance with the mix of actual working toward incremental implementation users (consistent with Complete Streets ideology). Because streets are public space for travelers, utilities, • M.O.U. executed to allow three communities to An overall transportation network for an area should and freight, and often serve as commercial or event work together include all modes and transfer facilities between modes destinations in their own right, disproportionate focus • ADA and bike ped facilities being built – (parking lots, bus stops, bike racks, etc.). People of on any one function or user often creates problems contiguous length along corridor through the three all ages and abilities should expect to enjoy using for other people or functions on the roadway. For communities a street safely. Streets, as public space, can center instance, there are many streets lined with shops and • Corridor signage and way-finding project under communities around interesting, lively, and attractive neighborhoods that are difficult to walk along or across. way places, supporting economic development and thriving Also, there are significant arterial roadways with stifling • Improved bus facilities in process adjacent neighborhoods. Incorporating environmental congestion that are inefficient routes to drive. • Islands and reduction in curb cuts under infrastructure reinforces local identity and reduces long construction to improve access management term costs. Great Streets planning projects always begin by establishing a desired vision for a corridor. Then land Natural Bridge – 2+ mile suburban arterial corridor use, transportation, and utility systems are developed to • Full build-out to be completed fall 2016 support that vision. • Local CDC formed to advance targeted The Council developed the Digital Design Guide as a development consistent with the master plan resource for communities interested in this approach. South Grand – 6 block long urban commercial It explains the benefits of coordinating economic, land district use, transportation, and environmental infrastructure planning and demonstrates how to effectively design • Fully built out a street that considers all modes of transportation. The Guide contains practical information on how to incorporate Great Streets principles into various settings and types of roadways. The Council, through the TIP application process, encourages all communities to incorporate Great Streets principles into their roadway projects.
24 | State of the System for the St. Louis Region 2nd Round Projects 3rd Round Project
Dorsett Road – 2+ miles of suburban arterial West Florissant Avenue – 2+ miles suburban roadway / interstate interchange arterial corridor • Municipality seeking funding for engineering and • Master plan formally adopted by both construction municipalities Grand Center – 12+ block regional cultural arts • Municipalities working to update zoning district consistent with the master plan • Plan formally adopted • Funding allocated for preliminary engineering • CDC formed to advance targeted development of the plan for approximately half of the corridor consistent with the master plan area. • TAP funding awarded for 1-1/2 long section of full build-out • Recent / current land use development guided by Map 6: Great Streets Initiative Project Locations master plan • NEA grant funding pedestrian “art walk” construction. • Local institutions funding discrete elements within the master plan • The district is actively seeking additional public and private for implementation • District public parking structures being developed consistent with the plan • Numerous low / no-cost adjustments to perimeter signalization, signage, and parking have been implemented according to the plan to alleviate vehicular traffic congestion on Grand Ave. Page Avenue – 11+ block suburban arterial central spine corridor • Master plan formally adopted • Enhancement project deferred during planning process then implemented according to the plan – pedestrian sidewalk / ADA compliance / pedestrian lighting / landscaping • STP funding awarded to reconfigure central signalized intersection consistent with the master plan • Recent / current land use development guided by the master plan
Connected2045 | 25 Complete Streets Accessibility and Affordability Complete Streets planning seeks to include appropriate facilities for all modes of travel on any given roadway. Accessibility is a measure of how effectively people Pedestrians, cyclists, and people in various types of vehicles can safely and effectively share the same roadway, can reach goods, services, activities and destinations. regardless of their age or physical ability. There are four key elements of Complete Streets; pedestrian infrastructure, Analysis of access to these opportunities considers traffic calming measures, bicycle accommodations, and mass transit accommodations. Multiple jurisdictions in the travel times, distances, and costs at a regional level. region have adopted Complete Streets policies, including the entirety of St. Louis County. Illinois has adopted a Since the primary mode of transportation in the region statewide law requiring the Illinois Department of Transportation to include safe walking and bicycling facilities in all is the automobile, coupled with an expansive highway projects in urbanized areas. network, many destinations have easy access with little delay. However, all modes of transportation need to be analyzed for individuals who do not have access to a private vehicle. A well-integrated transportation system involves multimodal options, such as transit, walk and bike access to opportunities. On the whole, a diverse transportation system offers various travel modes, travel time and cost options to accommodate diverse user preferences and contributes to improving quality of life. Trends and Analysis A consistent theme in transportation planning for the region is making sure that people willing and able to work have vehicular and transit access to available job opportunities. With volatile fuel prices, availability of alternative modes offering reasonable travel time becomes even more important. Map 7 shows that the majority of jobs in the region are accessible within a reasonable amount of travel time by automobile. For example, most residents living in the city of St. Louis and St. Louis County can reach over 75 percent of the jobs in the region within a 45 minute auto commute. In contrast, a person living in Franklin County has far fewer job opportunities with the same travel time cut-off.
26 | State of the System for the St. Louis Region Map 7: Job Accessibility by Auto
Connected2045 | 27 Transit access is limited, as public transit is not available in many parts of the region due to limited demand and distinct service area boundaries. Map 8 shows the percentage of jobs that a transit user can get to within 60 minutes. Residents in parts of the city of St. Louis and St. Louis County can reach up to 37 percent of jobs by transit, while residents in outer areas have very limited access. Map 9 shows that residential access to transit stops follows a similar pattern. Most residents in the city live within a reasonable walking distance of a transit stop (1/4 mile), while access to transit is more limited in surrounding counties. Access to transit by individuals in a zero-vehicle household is especially critical to accessing employment opportunities. Map 10 shows the location of zero-vehicle households in relation to areas that have transit service. The primary clusters of zero-vehicle households in the city of St. Louis, St. Louis and St. Clair counties are located in areas with transit service. However, such households beyond transit service areas, particularly in St. Charles, Franklin, Jefferson counties, cannot rely on public transit service if they need to access employment within a transit service area.
28 | State of the System for the St. Louis Region Map 8: Job Accessibility by Transit
Connected2045 | 29 Map 9: Household Transit Access
30 | State of the System for the St. Louis Region Map 10: Percentage of Zero Vehicle Households
Connected2045 | 31 When analyzing destinations accessible by transit, the discrepancy between auto and transit access for jobs is stark. Map 11 shows the transit accessible zones and the job density in the region to highlight employment areas with and without transit accessibility. Most jobs in the region (65 percent) are within a reasonable walking distance from a transit stop. Noticeably, many jobs in suburban areas cannot be accessed by transit.
Jobs-Worker Balance Another way to look at job accessibility is to compare the availability of jobs to the availability of workers. Map 12 shows areas in the region where there are many jobs accessible by auto and transit relative to the number of workers who can reach those jobs (in dark purple), and areas where there are very few jobs relative to workers (yellow). This map is similar to the Job Accessibility maps (see Maps 7 and 8), except it takes into account the availability of workers, and it also evaluates travel time along a curve, with nearby jobs (and workers) counting as much more accessible than jobs (and workers) that are farther away.3 The dark purple locations showing high ratios of jobs to workers are predominantly found in the central corridor and portions of St. Louis county, as well as select nodes in almost all of the remaining counties. In contrast to the Job Accessibility by Auto map (Map 7), which shows decreasing accessibility to jobs in areas further from the center of the region, the Jobs-Worker Balance map indicates that there are job centers throughout the region that contain a high ratio of nearby jobs relative to the number of nearby workers.
3 Specifically, this map uses the 2-step floating catchment area method and gravity model to evaluate jobs-worker balance by Transportation Analysis Zone (TAZ). Travel times are based on the AM peak period, and travel mode is split between auto and transit based on estimated household auto availability by TAZ. 32 | State of the System for the St. Louis Region Map 11: Employment Transit Access
Connected2045 | 33 Map 12: Jobs-Worker Balance
34 | State of the System for the St. Louis Region Housing and Transportation: An The affordability index is known as the Housing + Additionally, this analysis includes a Transportation Index to Assess Affordability Transportation, or H + T index. This tool allows users Affordability Index which identifies those areas where to analyze housing and transportation costs within households spend under 15 percent or more on Historically, the standard for housing affordability has metropolitan areas. Under CNT’s definition, an area is transportation expenses. been 30 percent of household income. This standard considered “affordable” if the combined costs of housing This analysis addresses three questions: has excluded transportation costs. Recent research plus transportation are less than 45 percent of the has provided a rationale for including transportation metropolitan area’s median household income. 1) Which parts of the region are affordable to a costs in measures of housing affordability. This literature median income household? Two scenarios are An analysis conducted for Connected2045 builds upon has demonstrated that transportation costs can be examined: current gasoline prices and $5 per gallon the method pioneered by CNT. The study uses the significant. gasoline. Additionally, the analysis of the impact of 2009-2013 American Community Survey to estimate transportation costs alone are was conducted with The Center for Neighborhood Technology (CNT) housing costs for small areas known as Transportation current gasoline prices. has made available a web application showing a Analysis Zones (TAZ). The EWG travel demand model transportation and housing affordability index for 337 is used to estimate the average amount of driving done 2) Which parts of the region are affordable to metro regions (www.htaindex.cnt.org). by households in each TAZ. The Consumer Expenditure the households that currently reside in those Survey is used to estimate other transportation costs. communities? Again, the current gasoline prices and $5 gasoline scenarios are examined, with the analysis of transportation costs alone conducted using current gasoline prices. 3) How are urbanized areas, rural areas and environmental justice (EJ) areas affected by rising gasoline prices?
Connected2045 | 35 Question 1: Which areas in the region are affordable to a median income household? The first question asks which parts of the region would be affordable to a typical household, or a median income household. In places with little affordable housing, low and moderate income workers, such as teachers, retail workers and correctional officers may have difficulty finding housing close to their place of employment. In cases such as this, low and moderate-income workers will be forced to absorb large commute costs. Higher gasoline prices would impose greater costs on persons who work in these areas. Map 13 shows areas for which average housing and transportation costs exceed 45 percent of the region’s median income. By this criterion, affordable housing is concentrated near the urban core and other areas of employment clusters. These areas comprise of the city of St. Louis, riverfront communities of Madison and St. Clair counties, Scott Air Force Base, West Alton, the city of St. Charles, southeast and north St. Louis County, and parts of Jefferson and Franklin counties. When examining transportation costs alone, areas that fall under 15 percent are predominately near the region’s transit network (Map 15).
36 | State of the System for the St. Louis Region Map 13: Housing + Transportation Affordability Index
Connected2045 | 37 The effects of $5 per gallon gasoline are shown in Map 14. The major differences between this map and the one showing current gasoline prices are among areas away from major transit lines. Southwest St. Louis County, eastern St. Clair County, western St. Charles County and Franklin County all show noticeable loss of areas of affordability.
38 | State of the System for the St. Louis Region Map 14: Housing + Transportation Affordability Index
Connected2045 | 39 Map 15: Transportation Affordability Index
40 | State of the System for the St. Louis Region Connected2045 | 41 Question 2: Which areas of the region are affordable to persons who currently reside in those communities? The second question asks which parts of the region currently have residents that are spending more than 45 percent of their income on housing and transportation. Higher gasoline costs would impose a greater burden on persons who currently live in these areas. Map 16 shows areas in which housing and transportation costs exceed 45 percent of the localized median income of current residents. By this definition, large portions of the region are affordable. This includes South St. Louis (city), most of Madison and St. Clair counties and large portions of Franklin, Jefferson and St. Charles counties. $5 per gallon gasoline mostly affects Franklin, Jefferson and portions of Madison and St. Clair counties (Map 17). Local transportation cost affordability is similar to its regional median income counterpart. The major differences include areas in St. Charles and Madison counties (Map 18).
42 | State of the System for the St. Louis Region Map 16: Housing + Transportation Affordability Index
Connected2045 | 43 Map 17: Housing + Transportation Affordability Index
44 | State of the System for the St. Louis Region Map 18: Transportation Affordability Index
Connected2045 | 45 Question 3: How would higher gasoline prices affect urban, rural and environmental justice (EJ) communities? Map 19 shows urban and rural areas in the eight-county region. Environmental justice (EJ) areas are shown in Map 20. EJ areas area places that have high concentrations3 of one or more of the following populations: elderly, disabled, minorities, persons in poverty and zero-vehicle households.
3 Minority and poverty standards come from HUD’s Regional Fair Housing and Equity Assessment (FHEA) guidelines (50 percent and three times the mean, respectively). Other concentrations are required to be at least 1.5 standard deviations above the mean.
46 | State of the System for the St. Louis Region Map 19: 2010 Urbanized Boudary
Connected2045 | 47 Map 20: Environmental Justice Populations by Census Tract
48 | State of the System for the St. Louis Region Table 10 shows how changes in gasoline prices would affect the persons living in urban, rural and EJ areas. The two columns on the right show the percentage of residents’ incomes that would be spent on housing and transportation combined under different gasoline pricing scenarios.
Table 10: Percent of Resident’s Income Spent on Housing and Transportation Costs Combined
Percent of residents’ income spent on housing and transportation costs combined, assuming: Median Income Current Gasoline Prices $5.00 per gallon gasoline Eight-County Region $54,287 39.6 43.0
Environmental Justice Area $35,649 52.3 56.0 Non-Environmental Justice Area $62,215 36.3 39.0
Urban Areas $53,755 37.4 40.2 Non-Urban Areas $62,016 49.6 54.9 Long commutes impose significant economic and social costs, particularly for low and moderate-income households. Additionally, long commutes have implications for greenhouse gas emissions. Reducing costs associated with long commutes will probably require a multifaceted strategy that may include balancing commercial and residential development in growing areas, considering workforce housing in decisions about commercial development, and increasing employment opportunities in the urban core.
Connected2045 | 49 Safety and Security Figure 14: Crashes by County, Transportation Safety 2009-2013Total Crashes Madison Safety throughout the system—for motorists, transit, 9% emergency response, freight movement and non- Monroe motorized users such as bicyclists and pedestrians 1% —should be a top priority in transportation planning. St. Clair According to the Centers for Disease Control and City of Map 21 depicts the fatal and disabling injury crashes 10% Prevention, motor vehicle crashes are a leading cause St. Louis on the local and state owned systems from 2009-2013. 18% Missouri’s Coalition for Roadway Safety (MCRS) and of injury and death in the U.S. Furthermore, across the Franklin region, the economic impact of motor vehicle crashes 4% IDOT are increasing their emphasis on reducing the number of deaths on the local road system as well as was estimated at $2.6 billion in 2013. Jefferson the state system. Both the MCRS and IDOT developed Trends and Analysis 7% St. Louis lists of the counties with the highest fatality crash 40% As crash data becomes more detailed it enables numbers in each respective state. All five of the Missouri planners and policymakers to differentiate between St. Charles counties and two of the three Illinois counties (Madison types of crashes, examine contributing factors and 11% and St. Clair County) were on the lists. behaviors associated with severity of crashes and Figure 14 shows the crash rate by county for the region, identify high-crash corridors. by 100,000 population and 100 million VMT. The risk of being involved in a motor vehicle crash, relative to both Table 11: Regional Crash Statistics, vehicle miles traveled and (VMT) and population, is 2009-2013 highest in the city of St. Louis and lowest in St. Charles Number Number Number County. Figure 15 displays the proportion of crashes by All of Fatal of of Injury county between 2009 and 2013, with St. Louis County Year Crashes Crashes Fatalities Crashes representing 40 percent of regional crashes over that 2009 57,605 217 232 13,425 time. 2010 57,867 224 234 13,720 Figure 15: Crash Rate 2009-2013 2011 55,835 211 227 12,923 Crash Rate 2009-2013 2012 53,990 227 247 12,779 2013 53,899 208 233 12,617 3500 450 Pop 400 Average 55,839 217 235 13,093 on 3000 350 Source: IDOT, MODOT 2500 VMT 300 Table 11 provides a summary of crash data for the 2000 250 region from 2009-2013. The numbers in each category 1500 200 have fluctuated, with no clear discernable pattern, other 150 1000 than an overall downward trend in non-fatal crashes. 100 (hundreds of millions) (hundreds of thousands) Crash Rate by VMT Over those five years, there was an average of 55,839 500 50 motor vehicle crashes annually in the region. Crash Rate by Popula ti 0 0
50 | State of the System for the St. Louis Region Map 21: Auto Crash Locations, 2009-2013
Connected2045 | 51 As a result, the St. Louis region of the Missouri Coalition Bicyclist and Pedestrian Safety Map 22: Pedestrian Crashes by Location of Roadway Safety, (MoDOT), and the Council have all The city of St. Louis was designated a Pedestrian agreed to create a specialized Strategic Highway Safety Focus City by FHWA because of its pedestrian Plan (SHSP) for each of the five Missouri counties in fatality rate greater than 2.33 per 100,000 population. East-West Gateway’s region. The partners are currently Map 22 shows pedestrian crash locations in the city of working with the counties to develop, complete, and St. Louis between 2009-2013. States with a focus city start implementing strategies in the plans. Each plan will are automatically identified as Focus States, making contain countermeasures specific to that county’s local Missouri, as well as Illinois (Chicago), a Focus State. roads and circumstances. Focus Cities and States are eligible to receive expert IDOT has created SHSPs for each of the region’s Illinois technical assistance in the development of a Pedestrian counties (Madison, Monroe, and St. Clair). It is important Safety Action Plan (PSAP), as well as free additional to note that while Monroe County was not on the list training and technical assistance, individualized to meet of counties with high fatality crash numbers, IDOT state/city needs to support deployment of effective completed its plan at the request of the Council. These safety countermeasures. East-West Gateway, MoDOT, plans are currently undergoing review with each county. and FHWA have been working with the city of St. Louis to develop a PSAP to help increase the safety of Both Missouri and Illinois are also continuing to focus pedestrians in the city. on state routes. Each state has a SHSP that contains aggressive strategies and performance measures based on the 4Es of safety—education, emergency medical services, enforcement, and engineering. Strategies and countermeasures to reduce disabling injury and fatal crashes in the state and local SHSPs are selected based on effectiveness in reducing roadway-related crash severity, costs, and stakeholder feedback. Examples of such strategies include safety FigureFigure _: 16: Contributing Contributing Factors in Factors Fatal and inDisabling Fatal Injuryand Crashes, 2009-2013 awareness campaigns, installation of cable Disabling Injury Crashes, 2009-2013 barriers and/or rumble strips, and increasing comprehensive enforcement and outreach targeting behaviors such as speeding and 30.0 alcohol use. 25.0 Figure 16 depicts the top five contributing causes of fatal and disabling injury crashes in 20.0 the region from 2009-2013. During that period, 15.0 Over the five-year period, the city of St. Louis had a total five driver behavior-related causes represented
Percentage of 4,056 crashes involving a pedestrian or bicyclist. Of 70 percent of all fatal and disabling injury 10.0 those crashes, 177 resulted in a pedestrian fatality and crashes in the region. Twenty-six percent of 5.0 11 resulted in a bicycle fatality. The overall numbers, all fatal and injury crashes were attributed to however, have dropped by almost 1,900 crashes inattention, 12 percent resulted from drivers 0.0 when compared with data from 2005-2009. Figure 17 failing to yield, 11 percent involved driving too Inattention Failure to Speed - Too Improper Drugs/Alcohol illustrates the reported pedestrian and cyclist crashes fast for conditions, 11 percent were caused by Yield Fast For Lane Usage Conditions per 100,000 residents from 2009-2013 in each of the improper lane usage, and 10 percent of drivers region’s major jurisdictions. The figure shows that had drugs or alcohol in their system. Source: IDOT, MODOT Note: Multiple causes may be assigned to individual crashes crashes occur more frequently in the urban areas than they do in the rural areas.
52 | State of the System for the St. Louis Region Network Security and NCA suggest that these trends are likely to continue in Trends and Analysis Climate Change coming decades. In light of these trends, methods that The Travel Time Index (TTI) is used to measure overall increase the resilience of the transportation system can Extreme weather can affect the transportation system in system congestion. Travel Time is the length of time be expected to grow in importance over time. several ways. Heavy rain reduces safety and increases it takes to travel from one location to another on the travel time. Heavy winter and spring precipitation can Regional Mobility transportation system. The TTI is the ratio of travel cause floods on major rivers and tributaries, which can time in the peak period to the travel time in free-flow lead to temporary inundation of roadways. Extreme Congestion conditions. In the region, the TTI in 2011 was 1.14 heat causes material stress on pavement and on Congestion is both recurring and non-recurring. (Table 12). This means that a trip takes an estimated bridge expansion joints. Many effective means of Recurring is the typical day-to-day and rush hour additional 14 percent of time during congested times dealing with these challenges have been developed congestion that people and businesses anticipate in as it does during non-congested (free flow) times. For and implemented throughout the region. Intelligent scheduling daily activities. Although recurring congestion example, a trip that takes 20 minutes during times Transportation Systems (ITS) that warn motorists increases trip times, the impacts are predictable. when traffic is flowing freely, would take 22.8 minutes of congestion and that deploy assistance vehicles Non-recurring congestion occurs when the roadway’s during the peak travel time when the road is congested. rapidly can improve system performance during heavy carrying capacity is temporarily disrupted by unforeseen Nationally the region fares well on this measure, ranking storms. Stormwater management techniques such as incidents (e.g. road accidents, spills, and stalls), which 34th in 2011 with one of the lowest ratios of peak to free rainscaping reduce runoff during heavy storms. Levee affect travel time reliability to a considerable extent. flow travel time. Table 12 and Table 13 illustrate how maintenance and repair protects low-lying roadways the region’s TTI has varied over time, and how it has during floods. Street trees reduce material stress on There are several performance measures that evaluate compared historically with the peer regions’ average roads and bridges by reducing the urban heat island system congestion and how that congestion impacts TTI. Over the past 20 years the region’s TTI increased effect; trees also provide stormwater management transportation system users. These measures include steadily until about the mid-1990s when it leveled off benefits. The 2014 National Climate Assessment (NCA) a Travel Time Index, which measures congestion; a and hit its peak of 1.29 in 1999 before starting a steady noted several trends that have affected the Midwest Planning Time Index which measures system reliability; decline that has continued into 2011 (Figure 18). in recent decades, including an increase in average and Annual Hours of Delay, which measures the extra From 1982 to 2011 the region’s score on the index temperatures, increased frequency of heat waves, time spent traveling due to congestion. increased by 2.7 percent compared to the peer region increases in annual precipitation, and increases in the average of 12.7 percent (see Table 13). For St. Louis number of heavy rainstorms. Climate models cited in the the increase on the index was from 1.11 in 1982 to 1.14 in 2011. A 20 minute trip in congestion took a half minute Figure 17:Fatal Fatal Accidents Accidents with with atat Least Least One One longer in 2011 than it would have in 1982. On average Pedestrian orPedestrian Cyclist Death or Cyclist Death for the peer regions, a 20 minute trip took 2.6 minutes 120 longer in 2011 than it took in 1982.
100 MADISON MONROE 80 ST. CLAIR
60 FRANKLIN JEFFERSON 40 ST. CHARLES
20 ST. LOUIS ST. LOUIS CITY 0 2009 2010 2011 2012 2013
Source: IDOT, MODOT
Connected2045 | 53 Addressing Congestion through Operations Treatments TABLE 13: CHANGE IN The Urban Mobility Report tracks the effects of the following five treatments on TABLE 12: TRAVEL TIME INDEX congestion: TRAVEL TIME INDEX Percent change, 1982 to 2011 Ratio of peak period travel time to free- Ramp Meters: modified traffic signals on freeway entrance ramps flow travel time, 2011 1 Austin 21.1 2 Washington DC 20.0 Traffic Signal Coordination: coordinate timing of nearby signals 1 Los Angeles 1.37 3 Portland 19.6 2 New York 1.33 4 Dallas 18.9 Incident Management Programs: coordinated and planned approach for 3 Austin 1.32 5 New York 18.8 restoring freeway capacity as quickly as possible after an incident 4 Washington DC 1.32 6 Denver 17.6 5 Boston 1.28 7 Seattle 16.7 Arterial Street Access Management: includes consolidating driveways, median 6 Portland 1.28 8 Baltimore 16.0 turn lanes, acceleration/deceleration lanes 7 Denver 1.27 9 Chicago 15.7 8 Dallas 1.26 10 San Antonio 15.5 HOV Lanes: roadways, or lanes, designated for high occupancy vehicles, such 9 Houston 1.26 11 Minneapolis 15.2 as buses, vanpools and carpools 10 Philadelphia 1.26 12 Atlanta 14.8 11 Seattle 1.26 13 Columbus 14.6 12 Chicago 1.25 14 Boston 14.3 H I Figure 18: Travel Time Index, 1982-2011 13 Miami 1.25 15 Cincinnati 14.3 G 14 Atlanta 1.24 16 Los Angeles 14.2 H Travel Time Index, 1982 to 2011 15 Pittsburgh 1.24 17 Miami 13.6 E R 1.35 16 Baltimore 1.23 18 Philadelphia 13.5 17 Nashville 1.23 19 San Diego 13.5 1.30 Average 1.22 Average 12.7 AVERAGE 18 San Francisco 1.22 20 Charlotte 12.1 1.25 19 Minneapolis 1.21 21 Oklahoma City 11.7 L O 20 Charlotte 1.20 22 San Francisco 10.9 W 1.20 21 Cincinnati 1.20 23 Cleveland 10.5 E 22 San Antonio 1.19 24 Indianapolis 10.4 R 1.15 23 Columbus 1.18 25 Memphis 10.3
24 Detroit 1.18 26 Milwaukee 9.5 Ratio 1.10 25 Louisville 1.18 27 Phoenix 9.3 26 Memphis 1.18 28 Nashville 7.9 1.05 27 Phoenix 1.18 29 Houston 7.7 28 San Diego 1.18 30 Kansas City 7.6 1.00 29 Indianapolis 1.17 31 Salt Lake City 7.5 30 Cleveland 1.16 32 Detroit 7.3 0.95 31 Milwaukee 1.15 33 Louisville 6.3 32 Oklahoma City 1.15 34 Pittsburgh 3.3 33 Salt Lake City 1.14 35 St . Louis 2.7 Peer Region Average St. Louis Urban Area 34 St . Louis 1.14 Source: Urban Mobility Report, 2012, 35 Kansas City 1.13 Texas Transportation Institute; U.S. The Freeway Planning Time Index is used to measure travel time reliability. Planning Source: Urban Mobility Report, 2012, Census 2010 Texas Transportation Institute; U.S. Time represents the total time a traveler should allow to ensure on-time arrival to a Census 2010 specific destination. The Planning Time Index is a ratio of Planning Time to the time it takes to reach a destination in free-flow conditions. The 80th percentile Planning Time is the time it takes to reach the destination 80 percent of the time. The St. Louis region’s 80th Percentile Planning Time Index in 2011 was 1.44 (Table 14). This means that for a 20 minute trip in light traffic, 28.8 minutes should be planned for a trip to be late only one day a week. The region ranks well below average in this measure, with only two of the 35 peer regions having more reliable travel times.
54 | State of the System for the St. Louis Region Travel Delay is the amount of extra time it takes to make a trip above Maps 23, 24 and 25 show AM Peak Hour Delay by Trip the time it takes to make the trip in light traffic. Annual Hours of Delay Destination for 2011, 2015 and 2045. Between 2011 per Commuter is the total yearly sum of travel delay for commuters and 2015 the delay to various destinations in the region who travel in the morning and afternoon peak travel periods. On decreased. This is especially pronounced for the dense average, each commuter in the region experienced 31 hours of delay population and employment areas in the city core and in 2011 (Table 15). This ranks among the lowest of the peer cities, with the wedge between I-44 and I-64 in St. Louis County. only three of the cities having a lower number of hours. This reduction in delay reflects the positive impact of regional highway investment decisions made. TABLE 14: TABLE 15: ANNUAL HOURS The improvements along I-270, SR 141 and the 80TH PERCENTILE DELAY PER COMMUTER completion of Rte. 364 (Page Avenue Extension) have FREEWAY PLANNING contributed towards improving traffic conditions and TIME INDEX 1 Washington DC 67 reducing delay for destinations in St. Louis County and 1 Washington 2.56 2 Los Angeles 61 2 Los Angeles 2.50 3 San Francisco 61 St. Charles County. Additionally, the new Stan Musial 3 Austin 2.15 4 New York 59 Veterans Memorial Bridge over the Mississippi River 4 Portland 2.15 5 Boston 53 has improved the highway travel time between the 5 New York 2.13 6 Houston 52 6 Boston 2.02 7 Atlanta 51 two states and is an important element in the delay 8 Seattle 2.02 8 Chicago 51 reduction. 7 Chicago 2.02 9 Philadelphia 48 9 Denver 2.01 10 Seattle 48 The regional Travel Demand Model for Regional 11 Miami 47 H 10 San Francisco 2.00 I Transportation Plan 2045 shows congestion in the 11 Dallas 1.94 12 Nashville 47 G region becoming worse overall during the thirty years 12 Baltimore 1.88 13 Dallas 45 H 14 Denver 45 E between 2015 and 2045, with more destinations 13 Houston 1.84 R 14 Atlanta 1.79 15 Austin 44 having higher delays. This is a reflection of the current 16 Nashville 1.79 16 Portland 44 transportation funding environment resulting in lower 15 Minneapolis 1.79 Average 43 AVERAGE Average 1.79 17 Baltimore 41 projected levels of investment in the transportation 17 Pittsburgh 1.77 18 Indianapolis 41 L O network, along with a modest increase in population and 18 Philadelphia 1.75 19 Charlotte 40 W employment. 19 Miami 1.72 20 Columbus 40 E 20 Milwaukee 1.66 21 Detroit 40 R 21 San Diego 1.66 22 Pittsburgh 39 Congested Corridors 22 Cincinnati 1.65 23 Memphis 38 23 Louisville 1.64 24 Oklahoma 38 Map 26 and Map 27 are regional congestion maps 24 Detroit 1.63 25 San Antonio 38 developed based on the National Travel Time Dataset 25 Phoenix 1.63 26 Cincinnati 37 provided by HERE under contract to FHWA. The maps 26 Charlotte 1.61 27 San Diego 37 27 San Antonio 1.60 28 Louisville 35 reflect actual travel times provided in the dataset 28 Memphis 1.53 29 Phoenix 35 and categorized in high, moderate and low areas of 29 Columbus 1.51 30 Minneapolis 34 congestion. The maps represent a one month snapshot 31 Cleveland 31 30 Cleveland 1.48 in February 2014 and, while there are some variations 31 Oklahoma 1.46 32 St . Louis 31 32 Kansas City 1.44 33 Salt Lake City 30 from month to month, reflect typical patterns of 33 St . Louis 1.44 34 Milwaukee 28 congestion. 34 Indianapolis 1.41 35 Kansas City 27 35 Salt Lake City 1.30 Source: Urban Mobility Report, 2012 Source: Urban Mobility Report, 2012 Texas Transportation Institute Texas Transportation Institute
Connected2045 | 55 Map 23: Peak Hour Highway Travel Delay-Trip Destination, 2011
56 | State of the System for the St. Louis Region Map 24: Peak Hour Highway Travel Delay-Trip Destination, 2015
Connected2045 | 57 Map 25: Peak Hour Highway Travel Delay-Trip Destination, 2045
58 | State of the System for the St. Louis Region Map 26: AM Peak Congestion, February 2014
Connected2045 | 59 Map 27: PM Peak Congestion, February 2014
60 | State of the System for the St. Louis Region The most congested corridors on the Missouri side of Figure 17: MoDOT October 2014 Figure 19: MoDOT October 2014 the region continue to be the I-64 and I-270 corridors. Mobility Report: I-270 PM Congestion Mobility Report: I-64 AM Congestion MoDOT publishes a monthly Mobility Report that tracks the operation of their system and these two corridors consistently demonstrate both the highest number of peak hour congested locations, and the most severe congestion. Figures 17 and 18 are from MoDOT’s October 2014 Mobility Report and demonstrate congestion that regularly occurs on I-270. The yellow area indicates moderate congestion and the red area indicates severe congestion. MoDOT has made improvements to these two locations in the last several years to address this recurring congestion. In both cases there was initial improvement, but eventually the congestion returned as more traffic was drawn to the corridor to fill in the extra capacity. Figure 18: MoDOT October 2014 Figure 20: MoDOT October 2014 Figures 19 and 20 demonstrate the congestion that Mobility Report: I-270 AM Congestion Mobility Report: I-64 PM Congestion regularly occurs on the I-64 corridor. There are multiple recurring bottleneck locations with moderate to severe congestion along this corridor. There have been multiple improvements to the corridor over the last seven years that have had a positive impact in some areas, but have failed to solve the overall capacity issues on I-64.
Connected2045 | 61 The final segment of Rte. 364 (Page Ave. Extension) Congestion Management from Mid Rivers Mall Drive to I-64 in St. Charles County Process (CMP) was completed and opened in October 2014. It now provides a continuous freeway corridor from I-64 in In July of 2013 the EWGCOG Board approved the St. Charles County to I-270 in St. Louis County, which St. Louis Regional Congestion Management Process creates a viable alternate for many commuters that (CMP) and subsequently received confirmation in currently use I-64 and I-70. Initial traffic counts show an September of 2013 from the FHWA and FTA that the increase in traffic on Rte. 364 at the Veterans Memorial CMP met Federal requirements for having a functioning Bridge across the Missouri River that equates to an congestion management process developed, additional 15,000 vehicles per year using the route, established and implemented as part of the metropolitan but it is too early to determine the long term impacts to planning process. The CMP is intended to serve as a congestion from this improvement. Additionally, a new systematic process that provides for safe and effective bridge is under construction on I-64 across the Missouri integrated management and operation of the multimodal River that will result in replacing the old three narrow transportation system. Map 28 shows the CMP Regional lanes westbound bridge with a new four lane facility. Highway Network, which consists of the region’s Both these improvements have the potential to reduce Interstates and Principal Arterial highways. some of the congestion on I-70 and I-64 in the future. On the Illinois side of the region the approaches to the Poplar Street Bridge Mississippi River crossing continue to be the primary area of congestion. The new Stan Musial Veterans Memorial Bridge opened in February, 2014, which has resulted in a shift of traffic on the downtown river bridges. Traffic counts on the bridges taken by IDOT in April of 2014 reflect approximately a 19 percent decrease in total volume on the Poplar Street Bridge, which includes a 36 percent decrease in truck traffic. Reports by commuters indicate that this has resulted in a noticeable decrease in observed delays. There was also a shift of some traffic from the other existing downtown bridges to the new river bridge. The Poplar Street Bridge approaches in Missouri are currently being reconstructed and this project is expected to further decrease delays on the river crossing.
62 | State of the System for the St. Louis Region Map 28: Highways and Principal Arterials, 2013
Connected2045 | 63 The CMP is an objectives driven and performance Metro Ridership Trends based process for identifying and managing congestion In mid-2010 Metro reestablished full service subsequent on the regional transportation system. It provides to previous service cut-backs made due to financial accurate and current information on transportation constraints. Table 16 tabulates Metro yearly ridership system performance and assesses alternative strategies numbers for the years of 2011 through 2014. Other than for congestion management that meet regional needs. an increase from 2011 to 2012 the ridership numbers The CMP is intended to generate strategies that reduce have been stable. Figure 21 represents monthly congestion problems in the region and move those ridership with Metrolink and Metro bus numbers shown strategies into the funding and implementation stages. separately. There are seasonal fluctuations that are The CMP provides regional stakeholders and project relatively consistent from year to year, but overall a sponsors with a better understanding of transportation pattern of stable ridership numbers is displayed. system performance along with information on the effectiveness of demand related and operational congestion management strategies. As a dynamic process, the CMP will serve as the framework for Table 16: Annual Metro Ridership an ongoing, performance based planning process; specifically, a systematic, coordinated and regionally accepted approach for managing congestion. Metrolink Metro Bus Total 2011 16505200 27570900 44076100 The CMP is an integrated component of the regional planning process, and shares goals and objectives 2012 17128400 29545200 46673600 with Connected2045 while establishing performance 2013 17395900 29648100 47044000 measures for the transportation system. 2014 17182100 29955800 47137900 Regional Transit System According to data from the 2012 Urban Mobility Report Figure 21: Average Monthly Weekday Ridership by the Texas Transportation Institute, the region would Figure x: Average Monthly Weekday Ridership see a 6.5 percent increase in peak hour delay on the 120,000 regional highway system if public transportation service were discontinued. The regional transit system could have a key role in reducing congestion on the highways 100,000 in the future through improvements in operations and system capacity expansion. Recent efforts by Metro in 80,000 that direction include increasing transit capacity on the crowded Grand Avenue bus corridor, completion of a Rapid Transit Corridor Study (RTCS) and ongoing ITS 60,000 system upgrades. The current regional transit system is shown in Map 29. 40,000
20,000
MetroLink Weekday Average MetroBus Weekday Average 0 Jul-10 Jul-11 Jul-12 Jul-13 Jul-14 Jan-11 Jan-12 Jan-13 Jan-14 Jan-15 Sep-10 Sep-11 Sep-12 Sep-13 Sep-14 Nov-10 Nov-11 Nov-12 Nov-13 Nov-14 Mar-11 Mar-12 Mar-13 Mar-14 Mar-15 May-11 May-12 May-13 May-14
64 | State of the System for the St. Louis Region Map 29: Regional Transit System
Connected2045 | 65 Metro identified the Grand Avenue bus route as one narrowed the study area from the four highway corridors I-64 BRT: that was over capacity and not meeting the needs of the referenced above to a more focused study area, then The 23-mile I-64 BRT would operate between the city of transit passenger demand on the corridor. It determined to a set of four potential corridors, and finally to two Chesterfield and Downtown St. Louis. It would run within that, rather than add more buses on the route, the most selected corridors. the I-64 right-of-way between Chesterfield Mall and the efficient way to increase passenger capacity was to The study team combined the results of the technical Boyle Street interchange; at Boyle it would exit I-64 to replace the current buses with higher capacity vehicles. analyses with feedback from the public engagement Forest Park Avenue, then travel east into Downtown Metro began the articulated bus operation in 2014, and process and identified a Locally-Preferred Alternative St. Louis. The more dispersed land use patterns in the it has been successful in addressing the transit capacity (LPA) consisting of two project corridors (Map 30). western section of the corridor would require shuttles needs on the Grand Ave. bus route. The TCIG and Advisory Committee endorsed this LPA to carry riders to their end destinations. The corridor The Rapid Transit Connector Study (RTCS) and recommended it be advanced to the next stage hosts major employment centers, large universities of project development and consideration for federal and hospitals, and many of the region’s most-visited RTCS is one of the region’s first major efforts to funding: cultural attractions, along with 163,000 jobs and nearly implement Moving Transit Forward, Metro’s long-range 55,000 people within one half-mile. The I-64 BRT would plan that established a framework for expanding and • East-west alternative: I-64 BRT provide the region’s first single-seat transit ride between improving the transit system over the next 30 years. The • North-south alternative: West Florissant-Natural Bridge West St. Louis County and Downtown St. Louis, and is RTCS was an alternatives analysis intended to identify BRT projected to improve transit travel time by 30 percent, two corridors capable of supporting high-performance, from 76 minutes to 53 minutes. long-distance, city-to-suburb transit services and bringing those benefits to the region in a quick and cost- effective manner. The RTCS investigated transit options defined by high-performance characteristics: Map 30: Rapid Transit Connector Study • Frequent service (10-20 minutes) Locally Preferred Alternatives • Dedicated stations • Limited stops, faster speeds • Low wait times • Quick fare payment and boarding • Transit prioritization strategies Among a wide range of potential transit projects, Moving Transit Forward suggested four interstates in Missouri —I-70, I-64, I-44, and I-55—that might support high- performance BRT lines and improve longer-distance commutes between the urban core and fast-growing suburban areas. The RTCS focused on projects that would expand access and improve reverse-commute travel time to those suburban job centers, while also providing a competitive transit alternative for “choice” commuters currently driving into and through the core. The results of the RTCS reflect extensive analysis performed by an interagency study team (the Transportation Corridor Improvement Group, TCIG), a stakeholder Advisory Committee, and extensive public involvement. Metro and its partners progressively
66 | State of the System for the St. Louis Region West Florissant-Natural Bridge BRT CAD/AVL/Vehicle Monitoring/Near Real-Time Future of Intelligent Transportation Systems at (WFNB BRT): Traveler Information Metro The 16-mile West Florissant-Natural Bridge corridor CAD/AVL systems represent an integrated onboard In the future Metro will be deploying intelligent is composed of several urban and suburban roads technology suite that offers a wide range of operational, transportation system technologies to enhance both the between the new North County Transit Center and communications, and service analysis benefits. The passenger experience and efficient transit operations. Downtown St. Louis. It would operate exclusively in computer-based system tracks and monitors vehicle One such technology under development is the arterial roadways. Land uses are largely residential, locations with Global Positioning Satellites (GPS) and deployment of automatic fare technologies, and the coupled with pockets of commercial development and transmits tracking data via radio frequencies from the second is real-time trip planning. community amenities such as parks, libraries, schools, vehicle to the dispatch center. This helps bus operators The automatic fare payment method being developed and healthcare. This corridor is relatively high-density and radio dispatchers exchange routine and emergency at Metro is smartcard technology, which is becoming and lower-income. Total population approaches 70,000 messages quickly and silently. By identifying the precise more widespread at transit agencies across the within a half-mile; the combined corridor hosts nearly location of buses, the system also assists operators and nation. Smartcards are plastic cards embedded with 6,500 zero-car households and has a median household dispatch with schedule adherence, which is whether integrated circuits making them easy to load and use income of $30,000. The WFNB BRT would reduce a bus operator is early, on-time, or late. Currently the by the passenger. The cards are reusable and can transit travel time between North St. Louis County and AVL system monitors vehicle equipment performance be managed and reloaded online. The cards apply to Downtown St. Louis by 40 percent, from 70 minutes to and sends automated alerts to vehicle maintenance both bus and rail vehicles as well as account for bus 42 minutes. mechanics about mechanical issues before they cause transfers. Smartcard technology will help reduce fare a breakdown on the road. Transit managers use the Metro Transit Management System evasion, theft, and misuse. The automatic fare payment precise records of bus locations for investigation of technology will result in additional technology upgrades, Metro Transit is committed to improving the ease and service and safety incidents. Transit service supervisors such as new fareboxes on buses, new or upgraded use of public transit in the region. To help achieve this use the system to monitor and correct patterns in ticket vending machines at stations and transit centers, goal, Metro has implemented a range of Intelligent operator driving behavior to match the schedule. For new fare payment validators, and new software and Transportation Programs (ITS) to support MetroBus, service planners and schedulers, the system’s ability data systems for processing and analyzing automatic MetroLink, and Call-A-Ride Operations. Some of these to automatically track and report on-time performance fare payment records. The project will reduce MetroBus technologies include but are not limited to computer- for the bus system benefits the design of routes and dwell time at bus stops and transit centers where aided dispatch / automatic vehicle location (CAD/AVL), scheduling of bus service. passengers wait to board the bus and pay their fare. traveler information, electronic fare payment, onboard Automatic Passenger Counter Program vehicle security video and audio systems, automatic Real-time trip planning for passengers is another passenger counters (APC), and digital and mapping The Automatic Passenger Counter (APC) program at technology underdevelopment, and it is a by-product of software applications. All of these technology programs Metro analyzes passenger-boarding activity at the train the CAD/AVL technology. It represents the integration are designed to promote efficiencies in the transit station and bus stop level. APC systems employ infrared of operating software with information delivery systems. network and help improve vital service factors such as sensors on all vehicle doors to detect the passage of The technology will help provide estimated bus arrival on-time performance and service reliability. Two of the individual persons below. The system can generally distin- information, routing information, and scheduling a full more prominent intelligent transportation systems are guish between boarding and alighting (passengers exiting passenger trip from start to finish. described below. the transit vehicle) events. Each boarding event generates a data record. The event is tagged with latitude and longi- tude coordinates, which are measured with GPS systems on the transit vehicle, and a timestamp is recorded. Later, the data from APC units is analyzed to help evaluate on- time performance of transit vehicles as well as examine ridership statistics. The volume of data from APC units informs route planning, scheduling, and amenity alloca- tions at MetroLink stations and MetroBus stops.
Connected2045 | 67 Intelligent Transportation System The Architecture is in need of a major update. (ITS) Architecture Update The Council initiated a comprehensive update of the Regional ITS Architecture in January of 2015. Similar to the CMP, the development of the Intelligent EWGCOG staff and the ITS Architecture Update Transportation System (ITS) Architecture is required project Steering Committee recognize that an active by federal legislation. Specifically, the legislation states role by ITS related stakeholders will be critical in the that federal funding for any ITS related project must successful development, implementation, and long-term show conformance with the regional ITS Architecture maintenance of the Architecture Plan. to be eligible for funding from FHWA or FTA, as well as consistency with the regional transportation planning The comprehensive update of the St. Louis Regional process. ITS Architecture Plan will conclude in June of 2015, and will provide the following: ITS is the application of information processing, communications technologies, advanced control • St. Louis Regional ITS Strategic Deployment Plan and strategies, and electronics to the field of transportation. Architecture Report Examples of the implemented ITS elements region- • St. Louis Regional ITS Architecture Executive wide include dynamic message boards, video cameras Summary for real time management of system performance, • St. Louis Regional ITS Architecture Deployment Plan and updated traffic signal software systems. As a rule, Executive Summary information technology in general is most effective and cost beneficial when systems are integrated and • St. Louis Regional ITS Architecture Use and interoperable. The greatest benefits in terms of safety, Maintenance Manual efficiency, and costs are realized when ITS systems Upon completion the updated and implemented ITS are systematically integrated to form a whole in which Architecture will become an integral part of the regional information is shared and systems are interoperable and planning process. regionally coordinated. The region originally developed and adopted a regional ITS Architecture in 2005. Over the past 10 years major investments in ITS have been made throughout the region on the roadway network and the transit system. Map 31 shows the current coverage of the regional ITS system.
68 | State of the System for the St. Louis Region Map 31: Regional ITS Architecture
Connected2045 | 69 Freight Additionally, Figure 22 depicts the freight flow by TABLE 17: FREIGHT destination. Nearly half of the region’s freight flow is TONNAGE Trends & Analysis Tons in thousands, 2011 through traffic, with 23.8 percent inbound and 17.1
Freight volumes are expected to increase by 60 percent percent outbound. The remaining freight traffic is local. 1 Houston 1,092,514 over the next 25 years in the United States. In an 2 Los Angeles 811,308 effort to capitalize on this growth, EWG, MoDOT, IDOT 3 New York 762,768 4 Chicago 731,275 and members of the freight community in the region 2010 Freight Flows by Mode, St. 5 San Francisco 435,636 recently completed an inventory of freight assets in 6 Dallas 409,069 Figure 22: 2010 Freight Flows by Mode, 7 Philadelphia 379,977 H the region (Map 32). While cities and regions such as I Louis Region 8 Detroit 346,700 Indianapolis and Kansas City have established distinct St. Louis Region G 9 St . Louis 315,934 H “brands” in logistics, the combined amount of freight that 10 Atlanta 314,645 E R moved in and out of these metro areas in 2010 (366.6 11 Minneapolis 304,299 million tons) is less than the amount of freight that 12 Seattle 297,763 8.4% Average 277,566 AVERAGE moved through the region (455.7 million tons) in 2010. 13 Miami 231,904 While St. Louis as a whole has been emphasizing its 14 Phoenix 221,959 L O strategic location for logistics (four interstates, six Class 15 Boston 213,552 W Truck 16 Denver 196,778 E I railroads, and two major rivers) since the 1960s, the 17 Indianapolis 184,508 R region’s role in national supply chains does not appear Rail 18 Washington 178,330 to have significantly changed. Furthermore, the region’s 38.2% 53.4% 19 Portland 177,960 Water 20 Pittsburgh 174,409 strategic location has not been communicated as well 21 Cleveland 167,097 as Kansas City and Indianapolis. 22 Baltimore 164,394 23 Kansas City 159,199 Table 18 shows that the region handles significantly 24 San Antonio 156,883 more freight tonnage than its geographic peers, with 25 Columbus 149,837 the exclusion of Chicago. In terms of total inbound 26 Nashville 149,447 27 Salt Lake City 147,020 and outbound tonnage (using 2007 data from the 28 Cincinnati 144,673 U.S. Department of Transportation’s Freight Analysis 29 Austin 113,451 Framework tool) the region (468,000 thousand 2010 Freight Flow, St. Louis 30 Charlotte 112,802 Figure 23: 2010 Freight Flows by 31 Milwaukee 101,345 tons) handled about twice as much freight as other Destination Region 32 Oklahoma 97,832 comparable regions. The region ranks well ahead 33 Memphis 91,042 of Indianapolis (266,000 34 San Diego 90,828 thousand tons), Kansas 35 Louisville 87,677 City (256,000 thousand Source: Federal Highway Administration, Freight Analysis Framework tons) and numerous other 9.7% mid-sized regions in total Through tonnage. Of that tonnage, Figure 21 shows that, 23.8% 49.4% Outbound in 2010, more than half was transported Inbound by truck, with another 38.2 percent and 8.4 Local percent traveling 17.1% by rail and water, respectively.
70 | State of the System for the St. Louis Region Map 32: Primary Goods Movement Network
Connected2045 | 71 Rail The largest and most important waterborne growth In prioritizing possible investments in the highway segment is grains and other agricultural products such network, it is important to consider not just the quantities St. Louis is one of a small number of places in the U.S. as soybeans, which move in heavy volumes southbound of flows but also the contents of those flows. The where six Class I railroads connect. The regional freight to Louisiana ports. Outbound grains, oil kernels, nuts regional economy may depend more on some types of rail network finds itself at an interesting point in time, and seeds will more than double in volume by weight freight movement than others. Understanding supply with railroads only beginning to achieve pre-recession from 8.9 million tons in 2010 to 20.2 million tons in 2040, chains for high value-added regional industries that freight volumes, even as the mix of freight shifts. with New Orleans serving as the primary destination depend on trucks such as chemicals, pharmaceuticals, Additionally, the region is tracking IDOT’s planning to port. Most of this cargo will ultimately serve international aircraft manufacturing, education, and health care evaluate High Speed Rail connections between Chicago markets. should also factor in prioritizing investments. and St. Louis, with emphasis on the final connection from Alton, IL across the Mississippi River to St. Louis. That St. Louis benefits from its position on the Mississippi River is an understatement. However, Aviation Through traffic makes up the largest share of rail freight changing patterns of goods movement will require the The St. Louis study area includes 32 airports from movement within the St. Louis area, accounting for right kind of facilities to allow the region to benefit fully. multi-runway, full instrument landing systems (ILS) to about two-thirds of both non-container and container For example, coal shipments are expected to decline visual flight rules (VFR) and grass runways. Of these, cargo tonnage. while those of grains and soybeans will increase; two airports are responsible for most airborne cargo— Container traffic is expected to grow much faster by appropriate land-side facilities will need to be in Lambert-St. Louis International Airport (Lambert Airport) far than non-container traffic over the next 30 years. place. Moreover the potential for containerization of in St. Louis, MO and Mid-America St. Louis Airport (Mid- Container tonnage will grow by 3.3 percent per year waterborne freight cannot be overlooked, even if it has America Airport) in Belleville, IL. This section primarily between 2010 and 2040 (total value will grow by 3.5 been largely unsuccessful to this point. Reducing rail focuses on freight moving through these two airports percent); while all other freight tonnage will grow by only congestion at water terminals is also critical. Minimizing while acknowledging that the St. Louis Downtown and 0.4 percent (total value will grow by 1.7 percent). grade crossings and enabling access for multiple rail Chesterfield Airports serve a number of industries, lines to terminals are important steps, particularly for customers and tenants as well. those terminals that have contemplated investments to River For the most part, Lambert Airport and Mid-America handle containers. Between 1996 and 2011, the St. Louis Regional Port Airport have the requisite physical infrastructure to District saw notable growth in tonnage, increasing handle major increases in cargo traffic. Most of the from about 30.1 million tons to about 36 million tons, Road challenges to airborne freight industry growth are representing annualized growth of about 1.3 percent Over 200 million tons of truck freight moved within the economic (e.g., the global economy) and industry and per year. By comparison, the total tonnage at the top 30 boundaries of the region in 2010. About 45 percent public policy (i.e., inertia within the shipping industry and U.S. port districts grew at an annualized rate of about of this tonnage represented through traffic, with the government incentives). 0.5 percent per year. remaining shares roughly split between outbound (18 The best opportunities for expansion of airborne freight percent), inbound (20 percent), and local traffic (17 With respect to the Mississippi River system, it is industries in St. Louis will likely involve a return to strong percent). Through traffic is expected grow at a faster apparent that there is a broader need to improve global economic and trade growth, which pushes up pace than other categories, registering an average the lock system. While these well-known challenges costs and creates bottlenecks at major hubs directly annual growth rate of 2.5 percent. The result is that led to congressional passage of the 2007 Upper competing with regional airports (e.g. Chicago- O’Hare) through traffic will constitute 54 percent of all freight Mississippi and Illinois River Locks Modernization Act, and, when a critical mass of supporting industries, such tonnage in 2040. funding has never been fully appropriated for defined as freight forwarders and shipping logistics companies, projects. Although the Corps of Engineers’ decision to can be assembled in or convinced to expand networks significantly expand capacity in the controlled section through the region. of the river has been postponed indefinitely, due in part due to concerns related to the drought in 2012, congressional action related to funding for river system improvements seems to be gaining traction at the federal level.
72 | State of the System for the St. Louis Region Pipe Intermodal Activity An “Alliance” program will gain participation and insight from private stakeholders with an interest in regional St. Louis sits in the middle of an evolving petroleum One area that has emerged in recent years relates freight-related economic development. and gas supply chain, whereby increased production to likely growth in intermodal container shipments of crude oil and natural gas in Canada and North in, out, and more likely through the region. The 2012 Partners involved in the Regional Freight Working Group Dakota is transported via pipeline to expanding Gulf IDOT State Rail Plan provided a clear starting point include East-West Gateway, St. Louis Development Coast facilities for refining. A branch of the existing for the intermodal conversation, by providing 2010 Corporation, the city of St. Louis, St. Louis County, pipeline infrastructure also serves the Wood River estimated intermodal lifts at each yard, along with a St. Clair County, St. Charles County, Madison County, facility in Illinois. Expansion of regional refining could project estimate for the NS / Triple Crown Yard near the Illinois Department of Transportation (IDOT), Missouri be a boost to the regional economy, but will primarily Gateway Commerce Center. Department of Transportation, St. Louis Regional impact pipeline infrastructure. To the extent that pipeline Chamber, Leadership Council of Southwestern Illinois, The geography of St. Louis in the middle of the capacity is inadequate, petroleum products produced in and the Terminal Railroad Association. continental United States and, specifically, along the St. Louis for sale to Business Economic Areas adjacent confluence of the Missouri and Mississippi rivers to the Mississippi will move via regional waterborne Environment makes the region an ideal logistical hub for transporting infrastructure. agricultural, mining, and manufacturing products from Ecological Approach to Infrastructure The development of cheap, nearby sources of shale the Heartland to and from domestic and international Development oil and gas offer the region new opportunities. While markets. Nearby connections to the Illinois and The transportation system can have significant effects most of the new production of oil and gas will move via Kaskaskia rivers also contribute to the centrality of St. on the air quality and natural resources of the region. pipelines west of St. Louis to the U.S. Gulf Coast, the Louis as a North American freight transportation hub. Great strides have been made in alleviating these Wood River facility is expanding and has the capability effects through federal, state and local initiatives that to refine heavy Canadian crude. St. Louis also is strong St. Louis Regional Freight have led to cleaner burning fuels, consideration of in several niche chemical markets such as veterinary Authority environmental justice communities and assessment of pharmaceuticals, as well as production of basic environmental impacts. Early and ongoing consultation chemicals. Moreover, agriculture and manufacturing One of the key outcomes from EWG’ 2013 Saint Louis Regional Freight Study was the creation of a new with natural resource agencies from planning and can gain competitive advantages by securing cheaper construction to operations and maintenance will result input and energy feed stocks. St. Louis will never regional freight partnership. The St. Louis Regional Freight Authority is a public-private partnership that is in the efficient delivery of projects while protecting compete with the U.S. Gulf Coast on volume, but it and enhancing the region’s environmental priorities. can become a regional hub for refining and chemical established within the Bi-State Development Agency (BSDA) as a new operating enterprise. With oversight Remaining forward thinking by considering energy use production, creating high-paying local jobs, supporting and the transportation system’s contribution to regional growth of other industries, and ultimately increasing from the BSDA Board and its president and CEO, the partnership will be responsible for the following greenhouse gas emissions are important components of regional exports to other parts of the country and world. planning. Policymakers should consider prioritizing the efficient functions: movement of gas, petroleum, and petrochemical • Proactive needs analysis; The Ecological Initiative serves as a central planning effort for linking transportation and environmental raw materials to the region in an efficient and • Planning, programming, and coordinating freight- environmentally responsible manner. related infrastructure improvements; decision-making. The Initiative identified the region’s ecologically significant natural resources and • Marketing the region’s freight assets and opportunities; mapped them in order to better inform transportation • Regional freight-related advocacy with both the public planning decisions. The resulting data layers provide and private sector; environmental data sets for conservation, mitigation and • Operational oversight on freight-related projects. restoration and useful information on the location and extent of ecologically significant areas. ( An executive advisory board representing regional Maps 33 and ). stakeholders will be responsible for bringing action items 34 to the Bi-State Development Agency Board, and will also serve as the Regional Freight Advisory Committee.
Connected2045 | 73 Map 33: Regional Ecological Significance
74 | State of the System for the St. Louis Region Map 34: Conservation Opportunity Areas
Connected2045 | 75 East-West Gateway is unique among MPOs in that Data Refinements it has used natural resource data in the evaluation of The Ecological Initiative works to maintain an transportation projects in its long-range transportation understanding among resource agencies about the plan. The Ecological Initiative data sets were integrated benefits of working together on a shared vision of into RTP 2040 by mapping the region’s transportation environmental assets. Consultation with resource projects overlain on Ecological data layers. A metric agencies is a core component of the Initiative and was for conservation opportunity area proximity and key to the development of science-based, defensible ecological significance proximity were added to the ecological significance data sets that reflected input Project Evaluation Framework under the sustainable from all the resource management and regulatory development criteria. agencies involved. These metrics are used again in Connected2045. Not Through that ongoing consultation process, the Initiative only does the Ecological data inform the development of recognized that the data sets provide EWG, state DOTs this long-range plan, it will also contribute to a systems and federal resource agencies with regional scale, high level analysis and inform trends over time as to the Wetland Data level planning tools, valuable for the initial review and extent the region is impacting significant environmental development of agency plans and projects. However, areas. The data provide state DOTs with the ability Other components of the Ecological Initiative include the initial resolution of the data set does not include land to conduct environmental screening in the pre-NEPA Wetlands data mapping along the fairly extensive cover variation within urban landscapes such as urban stage of analysis thereby avoiding impacts very early Mississippi and Missouri rivers bottomlands within the trees, open areas, lawns and parks. in the transportation planning process and streamlining region. The data sets were derived from Light Detection environmental review and project delivery. and Ranging (LiDAR) data and highlight areas of Refinements to the data sets were made within pilot wetland importance and restoration potential. Additional areas to provide an improved land cover using finer locations are being mapped, such as the Meramec resolution input data. The result is an enhanced tool that River in Missouri and Upper Silver Creek in Illinois. more accurately reflects conditions on the ground and These additions to the Ecological Initiative suite of data allows users to see possible impacts at a more “human sets can help to not only avoid critical wetland locations, scale.” The refined data is being used in corridor but also direct mitigation funds to locations of greatest studies for projects in urbanized locations. State and restoration potential. regional agencies see the benefits of developing and The region is the home to the confluence of the using this information for watershed planning, green Mississippi and Missouri rivers, as well as other river infrastructure planning and storm water management systems such as the Meramec and the Kaskaskia rivers. approaches. The Blue Grey Green Infrastructure Wetland impacts, especially in the floodplains of these initiative stemming from OneSTL will benefit greatly from big rivers, are significant environmental issues facing the application of the refined data. (Image of I-44 Pilot the region. Wetland areas are often included in critical area with Refined Land Cover Classification) habitat areas for threatened and endangered (T&E) species. Conservation areas in the region are also often included as critical habitat areas. The Ecological Initiative hopes to focus mitigation efforts on wetland locations of greatest restoration potential and identify conservation area expansion and linkage. By doing so, a great deal can be done to enhance conservation efforts in the region.
Photo on opposite page is an example of a LiDar image.
76 | State of the System for the St. Louis Region LEAM resources that could potentially be stressed by development over the next 30 years. These stressed The Land use Evolution and Assessment Model (LEAM) resources are shown in green on Map 35. The was developed by researchers at the University of ecological significance maps were created by the Illinois. The model is used to create population and Missouri Resources Assessment Partnership (MORAP). employment projections that are used as inputs to the Over a three year period, MORAP developed detailed travel demand model. land cover maps at six meter resolution. MORAP LEAM divides the region into approximately 20 million assessed ecological significance in the region and 30-meter by 30-meter cells. Cells are assigned created a spatial data file with detailed land cover development probability or attractiveness scores information. Each patch of land was assigned an based primarily on transportation related factors ecological significance score based on its size and its (such as road networks and proximity to interstates), associated type of land cover. geographic features (such as slope), neighboring land The LEAM model was used to project the probability use characteristics, proximity to employment centers, of development for each one mile section of land that and proximity to incorporated areas. The primary inputs was deemed to have high ecological significance. In to the LEAM model are baseline conditions, including general, areas of high ecological significance were small-area population, employment and land use located at some distance from already developed information, as well as regional population projections land, therefore insulating much of the most valuable derived from a cohort-survival model. resources from development pressure. However, there For the RTP runs, block-level 2010 Census counts, were isolated areas of high significance that were supplemented by 2013 Census estimates of population projected to experience some pressure. The results at county and municipal levels, were used to create suggest that these places may be appropriate areas of population estimates at the Transportation Analysis focus for organizations pursuing conservation. Zone (TAZ) level. Baseline employment was estimated Significant ecological resources projected to experience using county employment data from the Bureau of some development pressure over the next 30 years Economic Analysis, small-area employment estimates included: from the Longitudinal Employer-Household Dynamics (LEHD) data set, and employment estimates from the • Franklin County near Sullivan and Miramiguoa Park: Dun & Bradstreet database. These areas consist of bottomland forest and Ozark highlands forest, contain sites with slopes greater that Map 35 shows LEAM projections for 2045, with orange 100 percent and contain wetland sites comprised of indicating areas projected to see population increases, common button bush and black willow trees. These and green indicating areas of employment growth. In areas also contain woodland sites with chinkapin oak and the LEAM projections, western St. Charles County eastern red cedar along with grassland features and flora. continues to experience the region’s most rapid growth. Other areas experiencing growth include the Route 47 • Jefferson County near Scotsdale: A mix of Ozark corridor in Franklin County; corridors around Route highlands deciduous forest and woodland containing 21, Route 30 and I-55 in Jefferson County, portions of eastern redcedar and hinkapoin oak as well as western St. Louis County around Eureka and Pacific, grassland features with exposed rock as part of the the CORTEX area in the city of St. Louis, Areas limestone/dolomite upland glade. adjacent to Columbia and Waterloo in Monroe County • The Horseshoe Lake area of Madison and St. Clair and the middle third of Madison and St. Clair County counties: These areas include marshes and herbaceous near Illinois Route 159. wetlands as well as patches of woody-dominated LEAM projections were overlaid on a map showing wetland sites with hardwood trees such as hackberry, areas of high ecological significance to show ecological green ash, black willow and sugar maple.
Connected2045 | 77 Map 35: Ecological Stress Analysis, Fiscally Constrained Scenario
78 | State of the System for the St. Louis Region OneSTL OneSTL covers transportation in several areas. Transportation is identified as a “Regional Opportunity” OneSTL was developed through a three-year to foster economic development and protect the collaborative process led by the East-West Gateway environment. The majority of Transportation goals in Council of Governments. It provides a regional OneSTL are found in the Connected Theme but other framework for sustainable development that citizens, goals can be found in Prosperous, Distinctive, and non-profit organizations, businesses, and local Efficient. In summary, the plan recommends: governments can use to make better use of resources and better meet the aspirations and needs of residents. • construction of more transit-oriented development The goals of OneSTL were generated though As partners throughout the region use the plan, they will • incorporation of multi-modal facilities into roadway discussions with residents from throughout the update and revise it based on what they have learned design and maintenance as they improve their communities. metropolitan area. The best practices used to implement these goals, and ideas about the resources available, • reducing combined housing and transportation costs, The planning effort was funded by a $4.7 million are accessible to any non-profit group, business, design of more complete streets grant from the Department of Housing and Urban government or citizen who wants them. Development, as part of HUD’s $100 million Sustainable • expansion of the regional bicycle network, increasing Communities Regional Planning Grant Program. OneSTL is not intended to be a document implemented transit ridership and maintained by one organization. The breadth of • educational programs on bicycle and pedestrian safety At the federal level, priority is being placed on sustainability is beyond the capabilities of any one improved coordination of transportation, housing, organization. The OneSTL Network was created to • improving and maintaining the safety of the overall and environmental spending in recognition of the facilitate implementation and encourage collaboration system interdependence of those programs. By showing ways across the array of topics covered by OneSTL. The • improving regional freight efficiency for St. Louis to make wiser use of funding from those Network is intended to build the capacity of existing programs, the plan will lead to increased economic organizations, add value to what organizations are • coordination between transportation agencies and vibrancy and environmental sustainability on the local already doing, and leverage resources so that more other public service providers on public right-of-way level. projects and initiatives in the region can be completed. projects. In general, sustainable development stresses the OneSTL is a plan for creating a prosperous, healthy, efficient and equitable management of natural and and vibrant St. Louis region. The Plan includes a financial resources to meet the needs of the present vision, goals, and objectives that outline what residents without jeopardizing the ability of future generations to of St. Louis want for the future of the region as well meet their needs. as strategies, tools, and resources for achieving the Between 2010 and 2013, 10 consortium partners joined OneSTL vision. OneSTL.org has an abundance of East-West Gateway to hold 94 public meetings attended information, reports, plans, and ideas about a vast by more than 2,000 area residents who learned about range of issues, including air and water quality, housing, the process, and expressed their ideas and opinions. transportation, energy efficiency, and flooding. By Information gathered from those meetings, on-line visiting the website, public officials or any citizen can surveys, and meetings with municipal officials formed find out what can be done, how it can be done, and the themes that are included in the plan. what resources are available for “sustainable solutions.” The website also contains a list of indicators that set a More than 200 members who participated in four baseline and will track change in the region based on 54 committees met regularly to discuss priorities and selected metrics. strategies. Through the work of the partners involved, 75 technical plans and reports were completed, including a Fair Housing Equity Assessment, transit oriented development plans and natural resource plans.
Connected2045 | 79 80 | State of the System for the St. Louis Region Chapter 3: Transportation Investment Plan
Connected2045 | 81 Summary of Evaluation Framework In order to guide decision making and comply with the current federal transportation law, MAP-21, Connected2045’s Technical Stakeholder group developed the Performance Management Framework (Table 19) around EWG’s 10 Guiding Principles. When read from left to right, the framework shows how federal and state transportation goals align with EWG’s 10 Guiding Principles. It also establishes two levels of performance metrics that are directly tied to each of the 10 Principles and will allow EWG to track progress toward its goals. • The “system level” performance metrics will be updated in an annual report by EWG. By tracking these measures over time, EWG will be able to ensure that investments in the transportation system are moving the region toward achieving its goals. • The “project level” performance metrics were used to score and prioritize the transportation projects included in Connected2045’s Investment Plan. All major projects analyzed for inclusion in Connected2045 were run through an evaluation framework of the criteria circled in the “Project Scoring Measures” column of Table 19. MoDOT, IDOT and Metro were requested to complete an application for each project submitted (See online sample at http://www.ewgateway.org/trans/longrgplan/longrgplan. htm). The application asked project sponsors to document how submitted projects aligned with the intent of EWG’s 10 Guiding Principles. These qualitative responses were used in conjunction with the data-driven project scoring measures to more ac- curately assign points to projects for each of the 10 Principles. To weight the evaluation criteria, the Connected2045 Stakeholder group was asked to rank them in order of importance to the region. EWG then applied weights to indi- vidual project scores which resulted in a regional project list sorted into four tiers based on priority. These tiers were then presented to the Stakeholder Group for input. Connected2045’s Investment Plan represents the culmination of the technical evaluation process, stakeholder feedback and financial limitations.
82 | State of the System for the St. Louis Region Table 18: Performance Management Framework Connected2045 Long-Range Transportation Plan for the St. Louis Region
MoDOT System Project Scoring MAP-21 Goals Goals IDOT Goals EWG’s 10 Guiding Principles Measures Measures
Taking care of Preserve and Manage the Ensure the transportation system • Bridge Condition* Project Addresses Infrastructure Condition Preserve and Maintain the system Existing System the Existing System remains in a state of good repair. • Pavement Condition* Preservation Deficiency
Invest in public transportation Promote Funding for the Connections & to spur economic development, • Transit Ridership** Project Strengthens Public Component of the Support Public Choices protect the environment and • Transit Access** Transit System System Transportation improve quality of life.
Connect communities to Connections & Support Project Increases Access opportunities and resources • Housing + Transportation Cost** Choices Neighborhoods & to Regional Resources Communities across the region.
Improve access to and mobility within the central core by Project Serves Connections & Foster a Vibrant • Population and Employment in the all modes to increase the Downtown and/or the Choices Downtown & Central Core Central Core attractiveness of St. Louis and Central Core strengthen the regional economy.
Provide a System that Offers Create viable alternatives to Connections & a High Degree of Multi-Modal Provide More • Mode Split** Project Includes Bike/ automobile travel by providing Choices Connectivity, Mobility and Transportation • Vehicle miles traveled per capita** Pedestrian Element bicycle and pedestrian facilities. Accessibility Choices
Provide a safe and secure • Number/Rate of Fatalities* Project Improves User Safety Safety Improve Transportaiton Safety Promote Safety and Security transportation system for all users. • Number/Rate of Serious Injuries* Safety
Address Congestion and Support a Diverse Reduce congestion and improve Congestion Reduction & Economic Maximize Efficiency and Economy travel time reliability to support the • Annual Hours of Delay* Project Improves System System Reliability Development Effectiveness through with a diverse economic sectors of the • Planning Time Index* Reliability Operations Reliable System region.
Support the growth of wealth Target Investments to Support Economic producing jobs that allow residents Project Increases Access Business and Employment Support Quality • Access to Quality Jobs Development to save and return money to the to Quality Job Clusters Growth Job Development economy.
Support freight movement and • Annual Hours of Truck Delay* Freight Movement & Economic Provide for Efficient Freight connections that are critical to the Project Supports Strengthen Intermodal • Truck Congestion Cost* Economic Vitality Development Movement efficient flow of both people and Regional Freight Assets Connections • Freight Tonnage goods.
Ensure a Compatible Encourage investments that • Criteria Pollutant Emissions* Project Improves Air Environmental Interface of the System with Protect Air Quality recognize the linkages between • Conservation & Environmental Quality/Protects the Sustainability Environmental, Social, Energy and Environmental the social, economic, and natural Significance Score Natural Environment and Land Use Considerations Assets fabric of the region. *Anticipated MAP-21 Requirement **OneSTL Performance Indicator
Connected2045 | 83 Projects Considered for Plan It has been over two decades since the federal For purposes of the RTP, the financial capacity analysis Inclusion government or the states of Illinois and Missouri have and the resulting investment plan focus on the state increased motor fuel taxes. Because of construction highway and regional transit systems. Both MoDOT Fifty projects, based on state DOT and Metro plans, cost inflation, the purchasing power of these taxes has and Metro provided baseline financial forecasts that with an estimated cost of more than $9 billion (in fallen. For example, the real value of the 18.4 cent Council staff modified for RTP use. The forecast for 2014 dollars), were considered in developing the federal gas tax has declined by 38 percent since it was IDOT revenue was based on its FY 2014 program. investment plan. Based on a technical evaluation of last increased in 1993. If the federal tax had grown Project cost information was provided by the three projects, and after applying the fiscal constraint, 28 with the inflation rate, that 18.4 cents would stand at implementing agencies. Most state DOT revenues priority projects, costing nearly $4 billion, were selected 30 cents today. In addition to the declining real value come from a combination of federal funds, fuel taxes, for the investment plan and allocated to one of three of the tax, changes in travel behavior and increases in and motor vehicle related licenses, fees, and taxes. implementation periods: 2016-2025, 2026-2035, or vehicle fuel efficiency standards have led to declines Metro’s funding comes from federal, state and local 2036-2045 (Map 36). (Those project costs do not in gas tax receipts. As a result, the federal Highway sources, as well as operating revenues. Local transit include the $28.4 billion (YOE) required over the next 30 Trust Fund, which is primarily funded by fuel taxes and sales taxes in the city of St. Louis, St. Louis County and years simply to maintain existing transportation assets finances both federal highway and transit programs, St. Clair County are the agency’s major revenue source. and operations.) has been propped up over the last six years by $52 Metro receives only a minimal subsidy from the State of Projects that did not fit within the region’s financial billion in General Fund transfers. Unless Congress acts Missouri. to increase the revenue base of the Fund this year, resources were placed in the illustrative list, which was In establishing the fiscal constraint, it was assumed another $15 billion transfer will be required to meet divided into Tier I and II categories (Map 37). Tier I that federal revenues would increase modestly and that federal funding commitments. designates those projects that should advance first into capital costs would inflate by three percent annually. the priority list if additional funding becomes available. In the absence of enhanced financial resources, simply All costs are expressed in year of expenditure dollars, Also considered were 11 corridors (Map 38) for which maintaining existing transportation systems is becoming reflecting the inflationary effects of time. Revenues no projects are identified but further study may be a challenge at all levels of government. A recent report for the state DOTs were estimated statewide and then warranted to develop projects that address existing or issued by the American Association of State Highway allocated to the local districts. The IDOT allocation to emerging transportation needs. Future long-range plans and Transportation Officials and the American Public the three counties comprising the Illinois portion of the may consider projects identified during those corridor Transportation Association indicated that federal, state region was assumed at 8.5 percent of the statewide studies. and local governments are spending less than 65 amount, based on historical experience. The MoDOT percent of the capital amounts required to improve the allocation to the five counties making up the Missouri Financial Capacity Analysis nation’s roads, bridges, and transit networks. The report portion of the region was assumed at 28 percent, suggests that another $59 billion a year is needed to based on MoDOT’s funding distribution formula. Using Financial constraint is an important federal requirement adequately maintain those networks and meet emerging these assumptions, estimated revenues available to related to long-range transportation plan development. demands. While discussions have begun at the federal the region from the IDOT, Metro and MoDOT programs The term refers to the region’s financial capacity, based and state levels about increasing transportation exceed $31 billion through 2045, with approximately 87 on reasonably anticipated revenues, to fund future revenues, little has been accomplished. Given the level percent of that amount being used for road and bridge transportation improvements. Applying the financial of uncertainty associated with future funding levels, rehabilitation or reconstruction, transit vehicle and constraint involves balancing future project costs Council staff has taken a conservative approach in facility replacement and rehabilitation, state highway against expected fiscal resources, while ensuring that forecasting revenues. and regional transit system operations, and safety sufficient funds are available to maintain and operate projects. transportation systems. This requirement forces the Council staff forecasts future revenues to establish establishment of project priorities, preventing the plan the fiscal constraint for the RTP. The fiscal constraint from being a mere wish list of projects. reflects the region’s financial capacity to maintain, operate, and enhance the region’s transportation There is great uncertainty about the future of network over the plan period. Projects that can be transportation funding. Motor fuel tax revenue—the funded within anticipated revenues are identified as financial backbone of federal and state transportation Investment Priorities; projects that cannot be funded are programs—is failing to keep up with growing needs. identified as Illustrative Projects.
84 | State of the System for the St. Louis Region Map 36: Funded Project Locations
Connected2045 | 85 Map 37: Illustrative Project Locations
86 | State of the System for the St. Louis Region Map 38: Corridor Study Locations
Connected2045 | 87 Illinois Department of this, there are no major transit capital projects listed Under the assumption of new revenue to match federal Transportation (IDOT) among the priority investments. For Metro to maintain funds, MoDOT will have $7.7 billion for projects in the operations and pursue rail and bus expansion plans, a St. Louis region through 2045. More than $5.1 billion of Through 2045, IDOT will have an estimated $5.5 billion revenue increase equivalent to another ½ cent sales tax that amount will be dedicated to system preservation, in revenue available for transportation projects in the in St. Louis city and county will be required. operations, safety projects, and the ADA transition St. Louis region. More than $4.1 billion of that amount program. Another $2.5 billion would be available for will be needed to rehabilitate, reconstruct and upgrade Table 20: Metro Financial Capacity: major projects. The 35 projects proposed by MoDOT existing facilities, leaving a balance of less than $1.4 2016-2045 (year of expenditure dollars, millions) for inclusion in the RTP total $3.6 billion. So, even with billion for major projects. That $1.4 billion falls short Maintaining Existing System additional revenue, the funds available through the of the $4.5 billion needed to fund all eight projects Capital Revenue $3,013 plan period only cover about 70 percent of the MoDOT submitted by IDOT for plan inclusion. project costs. Operating Revenue $14,838 Table 19: IDOT Financial Capacity: Total Revenue $17,851 Table 21: MoDOT Financial Capacity: 2016-2045 (year of expenditure dollars, millions) Capital Expenses $3,330 2016-2045 (year of expenditure dollars, millions) Total Revenue $5,525 Operating Expenses $15,760 Total Revenue $7,721 Preservation/Operations Cost $4,144 Total Expenses $19,090 Preservation/Operations Cost $5,167 Balance for Major Projects $1,381 Balance ($1,239) Balance for Major Projects $2,554 Major Project Costs $4,508 Major Project Costs $3,643 Total Balance ($3,127) Missouri Department of Total Balance ($1,089) Transportation (MoDOT) Metro Transit System Of the three major transportation agencies, MoDOT Two important assumptions were made in developing faces the worst financial circumstances. By FY 2017 the financial forecast for Metro’s system: first, St. Louis MoDOT will lack the resources needed to match all County would place no restrictions of Metro’s use of the federal transportation funds available to the state. Proposition A funds; second, Metro could use those This will reduce the state construction program to $325 funds for either capital or operating needs.Without million a year, a fraction of historic funding levels and those assumptions, Metro would have no guarantee insufficient to maintain the state highway system. In that it could continue to finance its operations beyond response to the declining construction program, the the short term without delaying capital improvements or Missouri Highway and Transportation Commission reducing services.With those assumptions, Metro can adopted the Missouri 325 System plan, which will focus operate for the next decade without facing capital or funding on keeping the state 8,000 mile primary system operating shortfalls. in its current condition, while performing only routine The financial projection, however, suggests that by the maintenance on the state’s 26,000 mile supplementary middle of next decade Metro will begin experiencing system. both capital and operating deficits, unless the system In preparing the MoDOT financial projection, Council receives additional revenue. Assuming no additional staff assumed that the state would have sufficient revenue, Metro will have an estimated $17.9 billion in revenue to match all federal funds. Accomplishing this capital and operating funds through 2045.Over that same will require the Missouri General Assembly to raise new period, it would require $19.1 billion to keep its vehicles transportation revenues by an amount equivalent to a and capital facilities in good condition and maintain four cent motor fuel tax increase. In the absence of such existing service levels.Thus, over the long term, the an increase, the MoDOT program will be reduced to a funds available to Metro are not sufficient for the agency preservation-only mode. to adequately maintain its current system. Because of
88 | State of the System for the St. Louis Region Chapter 4: Public Involvement
Connected2045 | 89 The Importance of Public All of the engagement activities outlined here connects helped to publicly explore issues surrounding the Involvement to these goals and illustrate effective and varied ways to region’s long-range transportation needs and informed connect with citizens across the region and to engage the Connected 2045 planning process, particularly Robust and thoughtful feedback and public them in meaningful discussions of values, options and the interconnection of land use, the environment, and engagement have been central to the process of solutions. Citizens face so many competing priorities transportation. developing Connected2045, the region’s long-range for their time and attention that governmental activities Thousands of comments and ideas came out of two transportation plan. The public involvement process often rank as a low priority unless there is a direct, telephone surveys, two on-line surveys, three rounds informing Connected 2045 was multi-faceted, targeting immediate, personal impact or interest. The challenge, of the Community Planning Area public meetings (29 different groups with different outreach strategies and therefore, is to get people involved on an on-going public meetings), five workshops for local government approaches. basis and the Public Involvement Plan stresses that the officials, and 11 open houses. Several of the general engagement of citizens must occur at the beginning, the The East-West Gateway conclusions connected strongly with the Ten Guiding middle and the end of the process. It recognizes that Public Involvement Plan Principles and with priorities of connecting transportation different strategies are needed to reach different types to jobs, expanding light rail, bicycle and pedestrian In 2014, EWG adopted a new public involvement plan. of populations and guarantee broad inclusion in the opportunities. OneSTL produced numerous reports Since the Connected2045 planning process began as planning process. the new public involvement plan was finalized, long- on bike and pedestrian planning and transit oriented range transportation planning staff and community The Public Involvement Plan stresses that because the development that will serve as an integral part of engagement staff worked closely to ensure that citizen groups interested in each study differ, East-West Connected 2045. Gateway must develop specialized outreach plans Connected2045 served as a model for the agency’s Connected 2045 Values Survey fresh approach to public involvement. for each planning and programming effort in order to be successful, using an appropriate combination In March 2014, early in the process, EWG posted an The public involvement plan is guided by six goals: of techniques. For Connected2045, the customized electronic survey to gauge public perception regarding • EWG will clearly articulate the process for public strategy was developed at the outset of the planning the prioritization of the Ten Guiding Principles. The information and involvement from the outset of a process and included many outreach activities including survey was comprised of four questions and garnered project. a speaker series, media, letters, a technical workgroup, approximately 800 responses prior to its closure in posters, phone contacts, social media, website updates, December 2015. These responses helped staff create • EWG will create mechanisms that document surveys, a blog, and open houses (physical and virtual), more specific questions to be addressed during public feedback and make it available for public all of which are detailed in the following pages. subsequent meetings, such as how to balance the consideration and report how we used/incorporated need for maintenance of the existing system with A Foundation to Build Upon public input in the decision-making process. desires for expanded access to new services like public • EWG will create and strengthen the Council’s Connected 2045 builds on the public engagement transportation. outcomes from the previous regional long-range strategies for reaching people and communicating Connected 2045 Technical Stakeholder Group appropriately. transportation planning process and the 2009 Renewing the Region visioning initiative. These efforts produced The largest planning challenge when dealing with • EWG will assure that every effort is made to ensure the Ten Guiding Principles that provide the framework long-range transportation planning is never “What do nondiscrimination in all of our programs and activities, for EWG’s transportation planning decisions today. we need?” but rather “How will we pay for it?” During whether they are federally funded or not. Connected2045 is organized around these key the Connected2045 planning process, that question • EWG will provide access to and create quality principles. was starkly posed on the Missouri side of our region information, education and data. as Missouri Amendment 7 that proposed a dedicated In addition to RTP 2040 and Renewing the Region, state-wide sales tax for transportation. While the ballot • EWG will continuously evaluate the effectiveness of Connected2045 also benefits from the public input issue ultimately failed, it provided outreach opportunities our public involvement program. that came out of OneSTL, the St. Louis region’s related to transportation planning and allowed EWG sustainability plan. Completed in 2014, this three year to assemble a stakeholder group (later expanded to process funded by the U.S. Environmental Protection include Illinois stakeholders) that provided broad and Agency, the U.S. Department of Housing and Urban meaningful input on Connected2045. Development and the U.S. Department of Transportation
90 | State of the System for the St. Louis Region The technical stakeholder group met four times Connected2045 Speaker Series for three hours per meeting and was comprised of Connected2045’s Technical Advisory Group The Technical Stakeholder representatives with a strong interest in transportation included representation from: Group reached those with a issues and needs. A variety of approaches were AgeSmart Community Resources strong professional interest in employed to assist group deliberations and input into Ameren UE transportation issues but EWG the performance measures selected for Connected2045, Bi-State Development Agency (Metro) staff was also deeply committed to as well as to discuss the weighting of those measures Chamber of Commerce of Southwestern Madison County including the general public in our across varying project types. Citizens for Modern Transit long-range planning. While long- City of St. Louis The technical stakeholder group included members range transportation planning has City of St. Charles from the following sectors: paratransit, the disability and the ability to impact everyone’s Downtown STL, Inc. elderly community, economic development and freight lives, it is often hard to engage Franklin County (both private and public sector), government (municipal, people in discussions about Giltner, Inc. county, state, and federal), new and long-term immigrant a vision for the next 30 Great Rivers Greenway communities, low-income citizens, the environment, years when they are more Heartlands Conservancy Illinois Department of Transportation bicyclists, pedestrians, transportation safety specialists, interested in what is facing us Independence Center roads, train, air and public transit representatives from today. The Connected2045 International Institute Illinois and Missouri. Speaker Series served as Jefferson County a way for us to both inform and Each meeting has a specific set of meeting goals. Jefferson County Developmental Disabilities Research engage. We created a set of events that dealt with Participants worked together and in small groups that Board current issues and provided us with an opportunity to included indepth discussion and new activities like Lambert International Airport hear public opinions about the future. Leadership Council Southwestern Illinois “speed planning” which urged participants to get to the Madison County heart of the matter dealing with numerous topics in short The series was offered in partnership with the Missouri Madison County Transit periods of time. Feedback opportunities were provided History Museum. It was the first time EWG approached Mid-East Area Agency on Aging for verbally and in-writing recognizing that some people the History Museum for this kind of activity and its Missouri Bike Federation prefer talking and some don’t. Groups analyzed and success paves the way for future collaboration. The Missouri Department of Transportation prioritized transportation issues with their peers and series was offered in conjunction with STL250, the Monroe County across topics. Members shared feedback with help from celebration of the 250th anniversary of the founding of Metropolitan Congregations United facilitators and supported by data and materials that the city of St. Louis. EWG partnered with the History North County Inc were presented through accessible graphics. Meetings Museum and STL250 for two primary reasons—first, to Oates Associates – Madison County were held at strategic points in the process allowing reach as broad an audience as possible by being part OATS Transit EWG staff to report on progress, how previous feedback of the official History Museum program; and secondly to One Curve at a Time St. Clair County had been used to date and next steps. Meeting demonstrate the connection between the history of the St. Charles County evaluations were done at each meeting. region as explored through exhibits at the museum and St. Louis County Municipal League other STL250 events and the future of transportation in St. Charles County Transit Authority the region, as outlined in Connected2045. St. Louis Area City Management Association Outreach for these events originated from both EWG St. Louis City Police Department and the History Museum. Rack cards were produced St. Louis County St. Louis Development Corporation and placed in the upcoming events racks at the History St. Louis Mosaic Project Museum prior to each date. Each installment was St. Louis Regional Chamber included on the History Museum website, in its calendar St. Louis University of events and in its social media and blast emails. Terminal Railroad Association Posters were produced and hung at the museum. Trailnet EWG shared information regarding the series to all of University of Illinois and Urbana-Champaign it member governments and regional organizations for
Connected2045 | 91 distribution. Members of the EWG Board of Directors, Part 2, Fueling the Future Economy, was held on Annual Meeting all chief elected officials, agreed to welcome the public. July 31, 2014. Brad Reinhardt, chairman of the Each year in November the East-West Gateway Council Guest speakers were featured on St. Louis Public Radio Transportation Club of St. Louis, moderated a of Governments holds its annual meeting. The luncheon and KDHX Community Radio and helped spread the discussion on how trains, barges, trucks and planes program is designed to recognize the accomplishments word to their contacts and organizations. The EWG Blog all play a role in our economy, require investments of our local governments and public officials. With dedicated space to the events and included the series to maintain and comprise priority infrastructure and an annual attendance of over 500, the meeting also on its Facebook and Twitter feeds. Outreach efforts for logistics needs. The evening ended with interactive provides the opportunity to hold a morning workshop the series effectively reached thousands of people. The audience polling to explore opinions on the importance on a topic of importance to our local government four events were attended by hundreds of people whose of how the regional freight network supports the members. The 2014 annual meeting morning workshop response was overwhelmingly positive. This activity regional economy and how the public perceives our on Connected 2045 was attended by over 100 local reached a public who had never before attended our transportation assets as they relate to freight and the government officials who were briefed on the plan and events or provided feedback on our projects. movement of goods. asked to share their opinions regarding the planning The Connected2045 Speaker Series was composed Part 3, Transportation: That Delicate Balance, was held process to date. Participants also had the opportunity to of four parts, each focusing on a different aspect on September 18, 2014. Wally Siewert, Director of hear EWG Board Members (all chief elected officials in of transportation. Attendees at each session were the Center for Ethics in Public Life at UMSL, facilitated the region) share their long-range transportation visions. welcomed by an East-West Gateway board member an interactive, dynamic panel conversation with an Electronic Outreach and following the body of each program were provided array of community representatives on planning for the the opportunity to share their opinions through question changing demographics and transportation trends of the EWG recognizes that while not all citizens have and answer sessions, via keypad polling, written region, such as an aging population, the transportation access to and receive their news from the Internet, comments, or by meeting with EWG staff. Video and needs of immigrants, and the choice of the Millennial a web presence is vital to the success of any public feedback results from the events are posted online at generation to drive less and own fewer vehicles. Bold, engagement effort. http://www.ewgateway.org/trans/longrgplan/longrgplan. graphic materials were provided to attendees reflecting As part of EWG’s efforts to comprehensively engage htm. Each event was held at strategic points in the facts and trends related to our changing regional the public in the Connected2045 planning process, planning process allowing EWG staff to use polling and demographics. the agency utilizes the full spectrum of social media. feedback in the next phase of the planning process. The evening ended with interactive audience polling to In 2014, the agency created a Facebook presence to explore opinions on how regional demographic changes Part 1 of the Connected2045 Speaker Series, Back to highlight the organization and its work. Additionally, should influence future transportation investments. the Future: How St. Louis’ Transportation Past Informs EWG maintains a Twitter account, @EWGateway, which our Future, was held on June 18, 2014. It featured, Ron Part 4, Planning for Uncertainty: Paying for Our Future is another valuable tool in engaging the public in the age Elz (also known as Johnny Rabbitt), a CBS/KMOX radio Transportation Needs, was held on January 22, of online social media. Both Facebook and Twitter have personality who shared photos and recollections of 2015. Dr. David Robertson, UMSL Curators’ Teaching proven valuable in both getting out the word regarding St. Louis’ rich transportation history, and Shawn Leight, Professor of Political Science and Political Analyst EWG activities and meetings, as well as avenues for Transportation Consultant and Faculty Member at for KSDK television was joined by Jerry Blair, East- receiving feedback. Finally, EWG maintains a weblog, or Washington University, who discussed how our choices West Gateway Director of Transportation, as the “blog” which posts ongoing updates on EWG projects, and technologies today impact transportation in the two discussed the current political climate around such as Where We Stand, freight planning, as well as future. The evening ended with interactive audience Congressional funding decisions in Washington D.C. of course Connected2045. Blogs posted at http://blog. polling to explore opinions on future transportation and how that impacts our ability to plan and fund local ewgateway.org between June 2014 and January 2015 directions, priorities and challenges for the region. transportation projects in the short and long-term. The regarding the speaker series events and the topics they evening ended with interactive audience polling to addressed garnered between 200 and 1200 views each. explore opinions on funding uncertainty and how the For the first time, we have begun to video tape events region funds future transportation needs. and make them available for viewing on the Internet. EWG has also created opportunities for substantive education on long-range transportation issues through media channels.
92 | State of the System for the St. Louis Region • STL TV Connected2045 interview – June 12, 2014 • Bicycle and Pedestrian Planning Committee (BPAC) • Technical Stakeholder Workshop #4 (Illinois https://www.youtube.com/watch?v=0Ul581Tg0_g Update – November 12, 2014 &Missouri) – January, 29, 2015 https://www.youtube.com/watch?v=5T-YkWFq7vk&list= • Washington University, Lifelong Learning RTP Senior • Public Comment Period Open Houses (virtual and on- PL197C699713977787&index=192 Focus Group – November 19, 2014 site) – April – May 2015 • St. Louis Public Radio: St. Louis On the Air Connected2045 interview- June 17, 2014 http://news. • Updates provided to St. Louis Area City Management stlpublicradio.org/post/what-should-transportation-st- Association, Southwestern Illinois City Management louis-look-30-years Association, St. Louis County Municipal League. • Connected2045 Speaker Series Video from the Agency staff planned and implemented engagement Missouri History Museum - June 2014-January 2015 activities designed to elicit comment and create http://www.ewgateway.org/trans/longrgplan/longrgplan. discussion on many of the most important opportunities htm and challenges facing our region. Stakeholders through a wide range of activities and medum were able to Presentations help us explore issues related to current and future EWG staff has also made numerous presentations, transportation planning and how transportation interacts reports and collected feedback at meetings held at EWG with other priorities including economic development, and throughout the region. We have engaged groups freight, housing, access to opportunity for the elderly, from across the region and will continue to do so during disabled, and lower income citizens, education, the final planning phases and the mandated public community competitiveness and quality of life. Public comment period. input has been integral to this plan and has been integrated throughout each step in the process. This Examples of just some of the groups to which EWG staff planning process has embodied the goals of the EWG has presented Connected2045 updates: Public Involvement Plan. • MoDOT TEAM Meeting- Map-21 and RTP Primary Public Involvement Events Timeline: Presentation – November 19, 2013 • Public Survey - March 25 – December 12, 2014 • Transportation Planning Committee(TPC) RTP Update – May 7, 2014 • Technical Stakeholder Meeting #1 (Missouri) – April 9, 2014 • Bicycle and Pedestrian Planning Committee (BPAC) Update– May 14, 2014 • Technical Stakeholder Workshop #2 (Missouri) – May 21, 2014 • Interagency Coordination Group RTP Update – September 16, 2014 • Speaker Series #1 Back to the Future – June 18, 2014 • Transportation Planning Committee(TPC) RTP Update • Speaker Series #2 Transportation Shoptalk – October 8, 2014 – July 31, 2014 • MoDOT’s Fall Planning View Meeting, RTP Update- • Speaker Series #3 Transportation: That Delicate October 15, 2014 Balance – September 18, 2014 • MO APA - RTP Performance Measurement • Technical Stakeholder Workshop #3 (Illinois & Presentation- October 16, 2014 Missouri) – October 30, 2014 • Transportation Planning Committee(TPC) RTP Update • East-West Gateway Annual Meeting Morning – November 5, 2014 Workshop – November 14, 2014 • Congestion Management Committee Meeting RTP • Speaker Series #4 – Planning for Funding Uncertainty Update- November 6, 2014 – Jan 22, 2015
Connected2045 | 93 Public Comment Period Missouri (Franklin, Jefferson, St. Charles, Online open house #2 St. Louis counties, and city of St. Louis– Open Houses (http://news.live.stltoday.com/Event/Share_your_ (9 Attendees / 3 comment sheets) thoughts_on_long-range_transportation_for_St_Louis_ Comments on Connected2045 were received from Join_Mondays_live_chat) citizens, civic organizations, project sponsors, public agencies and jurisdictions who attended one or both Online open house #1 • Plan should include a bridge connecting Festus to of the two public open house meetings (one in Illinois Illinois. (http://news.live.stltoday.com/Event/Give_us_your_ and one in Missouri) in May 2015 or submitted their thoughts_about_long-range_transportation_for_St_ • Plan lacks adequate funding for capital transit comments during the official public comment period Louis_Join_Mondays_live_chat) investments that ran from April 27, 2015 to May 29, 2015. In addition to the public open house meetings, the Council held • Plan lacks adequate funding for capital transit • A Bike Share Program should be included in the two online open houses in cooperation with STLtoday. investments region’s funded project list com, the website of the St. Louis Post-Dispatch to solicit • Plan lacks a funding plan for bicycle and pedestrian • There should have been more in-person open houses comments from, and engage in discussion with, the projects during the public comment period. regional public. • A Bike Share Program should be included in the In total, there were 12 attendees at the two in-person region’s funded project list meetings and 3 comment forms were received. The Internet/mail-in comments (31 emails, 10 mail-in) • EWG needs to find a regional solution to the lack of online open houses featured Council staff discussing • The widening of Highway N in Lake St. Louis, MO transportation funding various transportation topics with members of the should be included in the Plan’s project list. public; due to the virtual nature of the meetings it is not • EWG should stop funding the construction of new • A new interchange at I-255 at Fish Lake Road in possible to determine an exact number of visitors to the roads that contribute to urban sprawl, because the Columbia, IL should be included in the Plan’s project STLtoday.com website during the live chats. However, region’s population growth does not justify continued list. the discussions are archived at www.stltoday.com /chats expansion for future reference and public information. • Plan lacks adequate funding for capital transit • The needs of the region’s growing elderly population investments The following is a summary of comments relating to need to be taken into more consideration during the Connected2045. Several comment sheets, letters, or project selection process. • MoDOT’s transportation investments emails included comments on multiple projects and disproportionately favor rural over urban areas. EWG concerns. The number of individual comments may should push for more MoDOT funding emphasis in the exceed the number of participants at each meeting. The St. Louis region. numbers of attendees, letters and comments follow for • Invest in I-270 in north St. Louis County each open house. Illinois (Madison, Monroe, and St. Clair counties) – (3 Attendees / 0 comment sheets) • No comments received at meeting, see internet/mail- in comments
94 | State of the System for the St. Louis Region
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